The 3rd International Conference on Product Design & Development 2007
December 12 th 2007, Jogjakarta, Indonesia
SUSTAINABLE TECHNOLOGY FOR FRONTAL COLLISION ANALYSIS CITY CAR
CHASSIS DESIGN USING FINITE ELEMET APPLICATION
Willyanto Anggono1), Fandi Dwiputra Suprianto2), Ian Hardianto Siahaan3), Dani Saputra Halim4)
Product Innovation and Development Centre Petra Christian University1,2,3,4)
Mechanical Engineering Petra Christian University1,2,3,4)
Jalan Siwalankerto 121-131, Surabaya 60236
E-mail : willy@petra.ac.id1), fandi@petra.ac.id2)
ABSTRACT
Sustainable technology is a part of the broader concept of sustainable product development. Understanding the
mechanical design is very hard to do because it is very hard to visualize the mechanical design product and the
performance of the mechanical product during design phase. To predict the performance of the mechanical product
during design phase is possible to do using Finite Element Application technology (ANSYS Software). Frontal
Collision Analysis City Car Chassis Design Using Finite Element Application technology (ANSYS software) can
perform the performance of the mechanical product during the design phase.
Mechanical design is always interesting to most of the people. It is also becoming more and more popular now a days.
City Car Chassis Design is a part of mechanical design. Chassis design is one of safety factor for the driver. The way
to test a chassis to receive impact load from front side is called frontal collision. This test has international standard of
MVSS no. 204, which steering control that attached to the chassis may not move backward 127 mm. In the real
experiment, the steering control that attached to the City Car Chassis may not move backward 127 mm when a chassis
to receive impact load from front
The full scale tests (real experiment test) are expensive and require a lot of time, material and money. The full scale
tests is not the Sustainable Product Development way of City car chassis design. Using Finite Element Application
Technology changing the design are very easy to do and many other designs can be made easily. Reducing cost,
material and time of the design is the most important aspect. Reducing reducing cost, material and time of the
mechanical design using Finite Element Application technology (ANSYS Software) is a sustainable product
development in the mechanical design.
This analysis is done by simulation method with ANSYS software. They are full-wrap collision analysis and offset test
collision analysis. For this analysis, city car chassis model using element type shell 163 which has 12 degree of
freedom at each node (translation, acceleration, velocity in X, Y, Z direction and rotation in X, Y, Z axis). For the
barrier using element type solid 168 which has 9 degree of freedom at each node (translation, acceleration, velocity in
X, Y, Z direction). From the result of the frontal collision analysis, the deformation of steering column to the chassis
has moved backward 3.9 mm for the full-wrap collision and 42 mm deformation for offset collision. The city car
chassis design is considered safe and suitable by MVSS no. 204.
Designing the mechanical product using ANSYS software can reduce material, cost and time of the product
development. Finally, Frontal Collision Analysis City Car Chassis Design Using Finite Element Application is a
sustainable technology for Sustainable Product Development in the City Car Chassis design because Finite Element
Application technology using ANSYS software can perform the performance of the mechanical product during the
design phase.
Keywords: Sustainable technology, Frontal Collision, Finite Element Application.
1. INTRODUCTION
The main factor in designing a car is driver
safety. It is one of the most important parts for
safety factor in the strength of the car chassis.
Chassis is designed for a place to put several
parts of car. Chassis is also designed in order to
prevent collision and to decrease the power of
the collision, so the driver will not be injured.
The way to know the strength of chassis in
preventing a sudden collision from frontal side is
by frontal collision test. One of the standards for
frontal collision test is Motor Vehicle Standard
Safety no. 204, which steering control attached
ISBN 979 389 656-6
to the chassis may not move backward for about
127 mm. There are two ways in frontal collision
testing. The first way is by destructing, in which
the formerly made chassis then to be crashed
directly to the barrier. The second way is by
using computer system which is done by
simulation using computer software. By using
the second way, this analysis for frontal collision
test has several advantages, such as optimizing
the design quickly, decreasing the needed time
for development, decreasing the development.
This frontal collision analysis will be done by
The 3rd International Conference on Product Design & Development 2007
December 12 th 2007.Jogjakarta, Indonesia
computer software. This analysis and simulation
to the software ANSYS is based on finite
element methods. It will be shown how the
deformation of the chassis is. The shown
deformation starts from before the crash until
after the crash
2. RESEARCH METHODOLOGY
For this analysis, the steps that will be done
follow the following figure 1.
material to be used. For chassis, it uses bilinear
material model kinematics hardening with
technical material AISI 1018 CD. Furthermore,
for the barrier using rigid material model with
technical material AISI 1018 CD and using
constrain at all translation and rotation direction.
The fourth step is to make chassis model. The
chassis model in ANSYS is shown in figure 2.
For the barrier, the distance between chassis and
barrier is about 5 meters in front of the chassis.
From the top view it will be shown in figure 3
and figure 4. The fifth step is to mesh. For the
model of chassis, it will be used combination
between free mesh and mapped mesh.
Figure 2 Chassis Model in ANSYS
Figure 1 Research Methodology
3. RESULTS AND DISSCUSSION
The first step of this analysis is determining
requirements, which is needed to design a
chassis. Those requirements are:
1. Profile
: Rectangular profile
and canal C profile
2. Technical material : AISI 1018 CD
3. Profile thickness
: 10 mm
4. Test standard
: MVSS no. 204
After determining requirements, the next step is
building chassis and barrier models. The first is
to choose element type which will be used. For
this analysis, chassis model using element shell
163 which has 4-node element with 12 degrees
of freedom at each node (translation,
acceleration, velocity in X, Y, Z direction and
rotation in X, Y, Z axis). In addition, for the
barrier using element solid 168 which has
8-node element with 9 degrees of freedom at
each node (translation, acceleration, velocity in
X, Y, Z direction). The second step to setup real
constant using shell element in order to define
the area thickness. The third step is to define the
ISBN 979 389 656-6
Figure 3 Full-wrap collision top view
Figure 4. Offset collision test top view
The 3rd International Conference on Product Design & Development 2007
December 12 th 2007.Jogjakarta, Indonesia
Figure 5. Meshing on chassis
The sixth step is to determine place for steering
column by choosing the numbers of node. Node
number 123 is to define steering column which
attaches to the chassis. Node number 129 is to
define steering column which is projected to the
chassis. And Node number 121 is to define
behind the chassis for references analysis.
Numbers of nodes will be shown in figure 6.
Figure 7. Chassis before full-wrap collision and
after full-wrap collision
Figure 6. Numbers of nodes on chassis
After building chassis and barrier model with
meshing, the next step is giving definition for
contact and velocity. Definition contact uses
single surface auto gen’l (AG), and for velocity,
it is applied to the chassis for about 13.416 m/s
or equal 48.3 km/hrs. This velocity is the
standard velocity of MVSS no. 204. The results
from frontal collision analysis are full-wrap
collision and offset test collision. If one of the
results does not match with MVSS no. 204, so
the design does not match with the standard. In
short, it must be redesigned and started from the
chassis modeling again. However, the result of
the test done by the writer was successful. The
details are as follow.
ISBN 979 389 656-6
From figure 7 above, chassis will be deformed
after crashing the barrier. To analyze the result
of deformation will be using:
1. Node number 120 is to define in front of the
chassis.
2. Node number 123 is to define steering
column which attaches to the chassis
3. Node number 129 is to define steering
column which is projected to the chassis.
4. Node number 121 is to define behind the
chassis
The first position and distance from fourth node
above will be shown in figure 8 which is
symbolized by lines. After collision, the
distances will change and be shown in figure 9.
The 3rd International Conference on Product Design & Development 2007
December 12 th 2007.Jogjakarta, Indonesia
Figure 8. The first position and distance each
node before full-wrap collision
Figure 10. Chassis before offset test collision
and after offset test collision
Figure 9. Last positions and distance each node
after full-wrap collision
From figure 8 and figure 9, the distance between
node number 121 to 123 and node number 121 to
129 have different distances between before
collision and after collision. It is shown in table
1
Table 1. Distances difference between before
collision and after full-wrap collision
From figure 10 above, chassis will be deformed
after crashing the barrier. To analyze the result
of deformation, will be using:
1. Node number 120 is to define in front of the
chassis.
2. Node number 123 is to define steering
column which attaches to the chassis
3. Node number 129 is to define steering
column which is projected to the chassis.
4. Node number 121 is to define behind the
chassis
The first position and distance from fourth node
above will be shown in figure 11 which
symbolic by lines. And after collision the
distances will be changes and showing in figure
12.
From table 1 above, it is known that node
number 123 moves backward for about 0.0042
m or 4.2 mm and for node number 129 moves
backward for about 0.0003 m or 0.3 mm, so
steering column will move backward in x
direction for about 0.0039 m or 3.9 mm (from
driver seat position).
Figure 11. The first position and distance each
node before offset test collision
Figure 12. Last position and distance each node
after offset test collision
From figure 11 and figure 12 above, the distance
between node number 121 to 123 and node
number 121 to 129 have different distances
ISBN 979 389 656-6
The 3rd International Conference on Product Design & Development 2007
December 12 th 2007.Jogjakarta, Indonesia
between before collision and after collision. It is
shown in table 2.
Table 2 distances difference between before
collision and after offset test collision
From table 2 it is known that node number 123
moves backward for about 0.02 m or 20 mm. and
for node number 129 moves backward for about
0.004 m or 4 mm, so steering column will move
backward in x direction for about 0.016 m or 16
mm (from driver seat position).
4. CONCLUSION
Simulation method is done using ANSYS
software. They are full-wrap collision analysis
and offset test collision analysis. For this
analysis, city car chassis model using element
type shell 163 which has 12 degree of freedom at
each node (translation, acceleration, velocity in
X, Y, Z direction and rotation in X, Y, Z axis).
For the barrier using element type solid 168
which has 9 degree of freedom at each node
(translation, acceleration, velocity in X, Y, Z
direction). From the result of the frontal collision
analysis, the deformation of steering column to
the chassis has moved backward 3.9 mm for the
full-wrap collision and 42 mm deformation for
offset collision. The city car chassis design is
considered safe and suitable by MVSS no. 204
Designing the mechanical product using
ANSYS software can reduce material, cost and
time of the product development. Finally,
Frontal Collision Analysis City Car Chassis
Design Using Finite Element Application is a
sustainable technology for Sustainable Product
Development in the City Car Chassis design
because Finite Element Application technology
using ANSYS software can perform the
performance of the mechanical product during
the design phase.
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The 3rd International Conference on Product Design & Development 2007
December 12 th 2007.Jogjakarta, Indonesia
ISBN 979 389 656-6