Needs and Trends of Crash Simulations in the Next 10 Years

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Needs and trends of crash simulations in the next 10 years

Paul Du Bois

June 2014

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Overview

• The big question

• Building larger models

• Building more models

• Modeling the process chain

• Conclusions

predicting failure is far more difficult than predicting ductile deformation

J. Jergeus, 2012

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The big questions

• An increase of a factor of 25 in CPU availability could be achieved in

somewhat less then 10 years by Moore’s law

• How far will the capability to run 100M elements rather then 4M elements

get us with respect to predictive potential of crash simulations ?

• How do we best use that capability in the context of automotive

development ?

• How to define industrial reliability ?

A simulation result is reliable if it

drives the design in a direction that

improves the subsequent test result

This must be achieved in 99% of all cases

PDB Copyright © 2013 Altair Engineering, Inc. Proprietary and Confidential. All rights reserved.

6577

3865

1785

1036 909 495 347 355 542

325 267 349

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128 256 512 1024

Engine Performance (DP) on Curie super computer

E5-2680@2,7GHz

Pure MPI 8 OpenMP 16 OpenMP

RADIOSS : PRACE project 15 Melts model

• Pure MPI scales very well up to 1024 domains

• Test Hybrid with 8 (optimal data locality on Sandy Bridge) and 16 OpenMP (max per node)

• Excellent scalability up to 4096 cores ( 512 * 8 and 256 MPI x 16 OpenMP)

• Maximum performance achieved using 8192 cores (512 x 16)

• First time ever run with 16384 cores ! Need bigger model (less than 1000 solids per core in this case )

#domains

Elapsed (s)

16384 cores 4096 cores 8192 cores

63.24267

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Mercedes-Benz Cars, Dr. Markus Feucht (EP/SPB) / Chrysler TC 14-05-2012 5

Crashsimulation History

W220 (1998)

250.000 E. W168 (1996)

130.000 E.

1990

W124 (1988)

25.000 E.

W211 (2000)

600.000E.

1995 2000 2005

Model size Crash/ Mio. El.

1

W210 (1994)

75.000 E.

W221 (2003)

>1.1 Mio. E.

W251 (2006)

1.8 Mio. E.

(EH-Modell)

W212 (2010)

2.8 Mio. E.

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Mercedes-Benz Cars,

Crash simulation 2014 Example: Frontcrash

(Euro NCAP, 64 km/h)

Show model: 6 Mio elements

Element size: 3…5mm

Turn around time: 10-12 hours

(MPP-Cluster 192 CPU,

FEM-Code LSDYNA)

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7

Crashsimulation History analysis & Prognosis

1

No mesh convergence close to convergence failure

Prony series fit

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State of the art in vehicle component modelling 4PB test

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State of the art in vehicle component modelling

4pb 5mm

4pb 2.5mm

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observations

• Convergence in terms of displacement and force does not necessarily inly

convergence in terms of stress and strain

• Failure models without regularisation cannot work on non-homogeneous

meshes as failure will be biased towards the smaller elements

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11

Crashsimulation History analysis & Prognosis

1

Trendline predicts 70M elements by 2024

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What are our options ?

• Bigger models

• Shells

• solids

• More models

• More load cases

• Stochastic analysis

• Process Chain

• Manufacturing simulations

• Mapping

• Unification

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Bigger models

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Thin shell, thick shell, 3D shell or solid ?

• Assumptions of thin shell theory are fulfilled for curvature radii up to 5t

• Thick shell theory should be invoked for radii<5t

• Although fibers are still straight, thin shell theory will over/under predict

strains in the outer layers due to changes in lamina length

• Reasons to go to solid elements are : T-joints, local necking, through-the-

thickness shear failure ( all induce a 3D state of stress )

12t

Thin shell, inner=outer=middle fiber

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Model size for a car body :

• Estimate of converged meshes for a car body for a small and large car :

• Mesh refinement beyond this point will add limited value with thin shell elements

• Estimate of ‘converged’ meshes using solid elements : multiply by 1000,

corresponding to 10 elements through the thickness

• Studies in ballistics suggest convergence may take 100-1000 elements through the

thickness

• Recently seen the first model > 1 billion elements

Car body 20m**2 2mm sheet 40m**2 1mm sheet

# shell elements 4M 40M

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Speed-up techniques :

• More and more speed-up techniques are developed

• Adaptivity

• Subcycling / multi-scale

• advanced mass scaling

• …

• Usually these techniques work very well for displacement driven problems (

problems where we know the final deformed shape ) but must be very carefully

assessed for bifurcation problems as they tend to favor certain deformation modes

• In brief : bigger crash models will mean more cpu

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More models

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about 30 loadcases are currently investigated

regulators are very inventive

Mercedes-Benz Cars, Dr. Markus Feucht (EP/SPB) / Chrysler TC 14-05-2012 18

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Crash simulation results with mapped data (thickness, plastic strain)

Crack

Local very high damage (90%)

but still no crack initiation

No damage mapping With mapped pre-damage

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20

Validation of forming simulation Analysis of tension tests from B-pillar

B – Säule

Innen

IN 1 IN 2 IN 3 IN 4

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0,0 5,0 10,0 15,0 20,0 25,0 30,0 35,0 40,0 45,0 50,0

Dehnung e [%]

Sp

an

nu

ng

s [

MP

a]

•Real component shows

softer behavior than

crash-material card (ca.

10%)

•Reduction of local failure

strain is captured well by

pre-damage

Experiment

Simulation with

strain mapping

Simulation

without strain

mapping

Allowed tolerance band (Rm)

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21

Crash simulation results with mapped data (thickness, plastic strain, damage)

• Crack initiation is very sensitive to small changes in

tensile strength (10%)

• Same failure strain in both simulations

(no change GISSMO card)

Standard material card material strength -10%

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Mercedes-Benz Cars, Dr. Markus Feucht (EP/SPB) / Chrysler TC 14-05-2012 22

Material cards in crash simulation Work practice with tolerances

• Virtual experimental curves must be

created as base for the definition of

„min/max“ cards

• Daily development work in CAE Passive

Safety: Use of „average material cards“ or

individually „min/max“ cards for worst case

scenarios

• Problem: What is worst case?

•=> Robustness investigations on a

stochastic base are neccesary!

„Min“

„Max“

„Mean“

Experiment

Tension test curves

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Modeling the process chain

The failure of a high strength steel part is often preprogrammed in the manufacturing

process

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24

Advanced High Strength Steels Reduced ductility

22MnB5

CP800

TRIP800

ZE340 Aural

TWIP

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Mercedes-Benz Cars, Dr. Markus Feucht (EP/SPB) / Chrysler TC 14-05-2012 25

Local distribution of mechanical properties Variations in yield stress and failure strain

0

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400

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1200

1400

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0,00 0,05 0,10 0,15 0,20

etechnisch

ste

chnis

ch

[MPa]

MN1-Rz-S1

MN1-Rz-S2

MN1-Rz-S3

MN1-Rz-S4

MN1-Rz-S5

MN1-Rz-S6

MN1-Rz-S7

MN1-Rz-S8

MN1-Rz-S9

MN1-Rz-S10

MN1-Rz-S11

MN1-Rz-S12

Technische Sigma-Epsilon-Kurve

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900

0.00 0.10 0.20 0.30 0.40 0.50 0.60 0.70

e

ste

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nis

ch

[M

Pa]

QH2-1-Fz-S1

QH2-1-Fz-S2

QH2-1-Fz-S3

QH2-1-Fz-S4

QH1-Fz-S1L

QH1-Fz-S1Q

QH1-Fz-S1D

Technische Sigma-Epsilon-Kurve

Press hardened steel 22MnB5 Micro alloyed steel ZStE340

1 1

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Mercedes-Benz Cars, Dr. Markus Feucht (EP/SPB) / Chrysler TC 14-05-2012 26

Influence of the manufacturing process on material properties

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27

Process chain B-pillar

Plast. strain Thickness damage

Forming simulation

Anisotropic plasticity (Barlat)

*MAT_ADD_EROSION

(GISSMO)

Crash simulation:

J2 plasticity (Mises)

*MAT_ADD_EROSION

(GISSMO)

Mapping

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Does the crash group need it‘s own manufacturing team ?

• Metalforming, hotforming and casting simulations are far advanced , however

do not always provide exactly the type of output needed for the crash model

(e.g. initial damage , microporosity…)

• Special-purpose manufacturing simulations may be needed

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Anisotropic plasticity : thin shell vs 3D shell

Thin shell midplane 3D shell midplane

Increase of damage in the midplane due to 3D state of stress

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Anisotropic plasticity : thin shell vs 3D shell

Thin shell maximum 3D shell maximum

decrease of maximum damage due to 3D state of stress

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Isotropic vs anisotropic plasticity

Isotropic midplane anisotropic midplane

Computed damage values differ by almost 50%

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Isotropic vs anisotropic plasticity

Isotropic maximum anisotropic maximum

Computed damage values differ by 25%

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Material law and/or failure law ?

• Too much emphasis has been put on failure laws and too little on material

laws

• Adding a failure law to J2 plasticity will not always do the job

• Higher order anisotropic plasticity with distortional hardening may be needed

• In this case mapping the material directions from the forming results is critical

• Mapping vectors is hard : a sensitivity study will be needed to learn about the

required accuracy

• A common material law for crash and forming would be ideal : currently no

material law that has the required accuracy and robustness under bifurcation

problems (=crash)

• Need to finetune a generalized metals plasticity law with the needed

efficiency, accuracy, robustness and user-friendliness

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Material Data Set

• An data set was provided for material

DBL4919.10, extruded aluminium

• This data set included global tensile

test measurements for three different

angles

• 0°, 45° and 90°

/Presentation/MAT135OPT

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Material Anisotropy

• At first glance, the selected

material does not look

anisotropic based on the yield

stress

• Failure strain varies, however it

can be attributed to

measurement scatter

• R00 was measured using the

Aramis system to be 0.49

indicating strong anisotropic

flow 0

50

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0.00 0.05 0.10 0.15 0.20 0.25 0.30

e

s [

MPa]

VP3-Fz-S1L

VP3-Fz-S2L

VP3-Fz-S3L

VP3-Fz-S1Q

VP3-Fz-S2Q

VP3-Fz-S3Q

VP3-Fz-S1D

VP3-Fz-S2D

VP3-Fz-S3D

0°

90°

45°

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Yield curves

Extrusion Direction

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Material data for anisotropic plasticity model :

• Reference material shows R values as:

• R00 = 0.48, R45 = 0.29, R90 = 1.76

• “Bumper Beam Longitudinal System Subjected to Offset Impact Loading” Kokkula

(PhD Thesis)

• AA-6060 T1 Aluminum

• Optimized R values for AW-6060 T66 are:

• R00 = 0.49, R45 = 0.27, R90 = 1.69

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Crashworthiness Application

• This model was tested to improve the response/failure prediction of an

extruded tube profile

• Original model was Material 24 in LSDYNA

• Initial simulations provide excellent force vs. deflection results however the

simulation lacks the necessary plastic strain to create element failure

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Profile Bending Simulation

Three point bending test

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Summary and conclusions

Start your own metalforming department

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Summary and conclusions

• Assuming we achieve a 25 fold increase, we will be as short of CPU in 2024

as we are today (The need for cpu goes up with the square of the availability (

T. Belytschko ))

• The need of predictability with respect to failure will force a unification of

methods between manufacturing and crash

• Unlike manufacturing, crash is a bifurcation problem and therefore may have

stochastic aspects, this is particularly true where failure is concerned

• Failure related research currently likely puts too much emphasis on failure

and damage models and too little on material laws

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Thank you very much