Design and dynamic analysis of automobile bumper

Abstract:
A bumper is a structure attached or integrated to the front and rear of an automobile to
absorb impact in a minor collision, ideally minimizing repair costs. Bumpers also have two
safety functions: minimizing height mismatches between vehicles, and protecting pedestrians
from injury. Bumpers offer protection to other vehicle components by dissipating the kinetic
energy generated by an impact.

A bumper that protects vehicle components from damage at 5 miles per hour must be
four times stronger than a bumper that protects at 2.5 miles per hour, with the collision energy
dissipation concentrated at the extreme front and rear of the vehicle. The main objective of the
project is to design an auto mobile bumper and simulates the dynamic loads and finding the
braking points. The cad model of auto mobile bumper is done in creo-2. And simulation is
carried out in Ansys workbench.

Tools were used:

Cad tool: creo-2
Cae tool: Ansys workbench
 1. INTRODUCTION
A bumper is a structure attached or integrated to the front and rear of an automobile to
absorb impact in a minor collision, ideally protecting occupants and minimizing repair
costs. Invented by Briton Frederick Simms in 1901, bumpers ideally minimize height
mismatches between vehicles and protect pedestrians from injury. Rigid bumpers transmit
impact forces both to vehicle occupants and pedestrians; hence numerous regulatory measures
have been enacted to reduce the risk to both, at the expense, however, of increasing vehicle
repair costs.
CONSTRUCTION
Bumpers were at first just rigid metal bars. On the 1968 Pontiac GTO, General Motors
brought forth an "Endura" body-colored plastic front bumper designed to absorb low-speed
impact without permanent deformation. It appeared in a television commercial where John
DeLorean hit the new car with a sledgehammer and no damage resulted. Similar elastomeric
bumpers were available on the front and rear of the 1970-'71 Plymouth Barracuda, and in
1971, Renault introduced a plastic bumper (sheet moulding compound) on the Renault 5.
Current design practice is for the bumper structure on modern automobiles to consist
of a plastic cover over a reinforcement bar made of steel, aluminum, fiberglass composite, or
plastic. Bumpers of most modern automobiles have been made of a combination
of polycarbonate (PC) and Acrylonitrile butadiene styrene (ABS) called PC/ABS.[citation
needed]
A bumper valance or "valance panel" is a trim piece located in the lower part of the
front or rear bumper. Bumper valances are intended to improve aerodynamic efficiency of the
vehicle by directing airflow in the same way that an air dam does. Bumper valances may also
include the airflow lip at the bottom. However, in many cases valance panel plays a decorative
role by covering a lower part of the radiator in the front of the vehicle or concealing the gap
between dual exhaust pipes in the rear.
Bumpers offer protection to other vehicle components by dissipating the kinetic
energy generated by an impact. This energy is a function of vehicle mass and velocity squared.
The kinetic energy is equal to 1/2 the product of the mass and the square of the speed. In
formula form:
 {\displaystyle E_{\text{k}}={\tfrac {1}{2}}mv^{2}}
A bumper that protects vehicle components from damage at 5 miles per hour must be
four times stronger than a bumper that protects at 2.5 miles per hour, with the collision energy
dissipation concentrated at the extreme front and rear of the vehicle. Until 1959, such rigidity
was seen as beneficial to occupant safety among automotive engineers. Modern theories of
vehicle crashworthiness point in the opposite direction, towards vehicles that crumple
progressively. A completely rigid vehicle might have excellent bumper protection for vehicle
components, but would offer poor occupant safety.
Bumpers are increasingly being designed to mitigate injury to pedestrians struck by
cars, such as through the use of bumper covers made of flexible materials. Front bumpers,
especially, have been lowered and made of softer materials, such as foams and crushable
plastics, to reduce the severity of impact on legs
HEIGHT MISMATCH
The height and placement of bumpers may be legally specified, to ensure that when
vehicles of different heights are in an accident, the smaller vehicle will not slide under the
larger vehicle.
Bumpers cannot fully protect against moderate or high speed collisions, but their
height from the roadway surface is important in engaging other protective systems. Energy-
absorbing crush zones are completely ineffective if they are physically bypassed; an extreme
example of this occurs when the elevated platform of a tractor-trailer completely misses the
front bumper of a passenger car, and first contact is with the glass windshield of the passenger
compartment. Airbag deployment sensors typically do not trigger until contact with an
obstruction, and it is important that front bumpers be the first parts of a vehicle to make
contact in the event of a frontal collision, to leave sufficient time to inflate the protective
cushions.
Truck vs. car
Underride collisions, in which a smaller vehicle such as a passenger sedan slides under
a larger vehicle such as a tractor-trailer often result in severe injuries or fatalities. The platform
bed of a typical tractor-trailer is at the head height of seated adults in a typical passenger car,
and can cause severe head trauma in even a moderate-speed collision. Around 500 people are
killed this way in the United States annually.
 Following the 1967 death of actress Jayne Mansfield in an auto/truck accident, the US
government agency NHTSA recommended requiring a rear underride guard, also known as a
"Mansfield bar", an "ICC bar", or a "DOT (Department of Transportation) bumper". They are
required to be not more than 22 in (56 cm) from the road. The trucking industry has been slow
to upgrade this safety feature, and there are no requirements to repair ICC bars damaged in
service. However, in 1996 NHTSA upgraded the requirements for the rear underride
prevention structure on truck trailers, and Transport Canada went further with an even more
stringent requirement for energy-absorbing rear underride guards, and in July 2015 NHTSA
issued a proposal to upgrade the US performance requirements for underride guards.
Many European nations have also required side underride guards, to mitigate against
lethal collisions where the car impacts the truck from the side. A variety of different types of
side underride guards of this nature are in use in Japan, the US, and Canada. However, they
are not required in the United States.
SUV vs. car
Modest mismatches between SUV bumper heights and passenger car side door
protection have allowed serious injuries at relatively low speeds. Unlike trucks, SUVs with
bumpers more than 22 in (56 cm) from the road are legal in the United States, as are vehicles
with the explosive fuel tank located behind the rear axle (see Ford Pinto). In the United
States, NHTSA is studying how to address this issue as of 2014.
Beyond lethal interactions, repair costs of passenger car/SUV collisions can also be
significant due to the height mismatch. This mismatch can result in vehicles being so severely
damaged that they are inoperable after low speed collisions
Regulation
In most jurisdictions, bumpers are legally required on all vehicles. Regulations for
automobile bumpers have been implemented for two reasons to allow the car to sustain a low-
speed impact without damage to the vehicle's safety systems, and to protect pedestrians from
injury. These requirements are in conflict: bumpers that withstand impact well and minimize
repair costs tend to injure pedestrians more, while pedestrian-friendly bumpers tend to have
higher repair costs.
 Although a vehicle's bumper systems are designed to absorb the energy of low-speed
collisions and help protect the car's safety and other expensive components located nearby,
most bumpers are designed to meet only the minimum regulatory standards
International standards
International safety regulations, originally devised as European standards under the
auspices of the United Nations, have now been adopted by most countries outside North
America. These specify that a car's safety systems must still function normally after a straight-
on pendulum or moving-barrier impact of 4 km/h (2.5 mph) to the front and the rear, and to
the front and rear corners of 2.5 km/h (1.6 mph) at 45.5 cm (18 in) above the ground with the
vehicle loaded or unloaded
Pedestrian safety
European countries have implemented regulations to address the issue of 270,000
deaths annually in worldwide pedestrian/auto accidents.
Bull bars
Specialized bumpers, known as "bull bars" or "roo bars", protect vehicles in rural
environments from collisions with large animals. However, studies have shown that such bars
increase the threat of death and serious injury to pedestrians in urban environments, because
the bull bar is rigid and transmits all force of a collision to the pedestrian, unlike a bumper
which absorbs some force and crumples. In the European Union, the sale of rigid metal bull
bars which do not comply with the relevant pedestrian-protection safety standards has been
banned.
Off-road bumpers
Off-road vehicles often utilize aftermarket off-road bumpers made of heavy gauge
metal to improve the road clearance, maximize departure angles, clear larger tires and ensure
additional protection from the elements. The same as bull bars off-road bumpers feature a
rigid construction and transmit all force of a collision to the object that they bump on, which is
more dangerous for pedestrians than factory plastic bumpers. The legality of the aftermarket
off-road bumpers varies significantly from country to country (from state to state in the USA).
IMPORTANCE OF THERMOPLASTICS IN AUTOMOBILES
The ever-growing use of reinforced thermoplastics in various industrial applications
has led to a demand of always-higher mechanical performances for injection-moulded parts.
However, because of the low residual fiber length after processing, mechanical properties are
often limited when short fiber reinforced thermoplastic pellets are used. In order to overcome
this limitation, Long Fiber Thermoplastic (LFT) pellets have been developed so as to answer
these new market requirements through a higher fiber aspect ratio (length/diameter ratio)
theoretically leading to higher mechanical properties. The improvement of mechanical
properties, however, also depends on the homogeneity and isotropy of the injection-moulded
plastic parts, which are governed by the fiber distribution and orientation mechanisms, and on
the capacity of the processing technologies to limit fiber breakage. The thermoplastic
biopolymers lignin, starch, PLA (polylactic acid) was established as engineering composites
for parts used in many commodities for various industrial branches. Their properties lie well in
the range of PP/talcum, which is a widely utilized plastic in these fields. Impact modified
materials developed with innovative methods of Long Fiber Direct Processing (LFT-D) could
surpass the challenging target of the project, an impact 26 strength of 50 kJ/m2. Cellulose
regenerated fibers increase impact strength without reduction of tensile properties of pp
composites. Figure 2.4 shows the impact properties of the thermoplastics in brief. These
materials can compete with ABS (AcrylonitrileButadieneStyrene) and HIPS (high impact
polystyrene) often used for the housing of equipment of electronics and automotive interior
panels. Fire resistance could achieve highest classifications.
Nano particles
Nanoparticles are particles between 1 and 100 nanometers in size. In nanotechnology,
a particle is defined as a small object that behaves as a whole unit with respect to its transport
and properties. Particles are further classified according to diameter. Ultrafine particles are the
same as nanoparticles and between 1 and 100 nanometers in size, fine particles are sized
between 100 and 2,500 nanometers, and coarse particles cover a range between 2,500 and
10,000 nanometers. Scientific research on nanoparticles is intense as they have many potential
applications in medicine, physics, optics, and electronics. The U.S. National Nanotechnology
Initiative offers government funding focused on nanoparticle research.
 The term "nanoparticle" is not usually applied to individual molecules; it usually refers
to inorganic materials.
The reason for the synonymous definition of nanoparticles and ultrafine particles is
that, during the 1970s and 80s, when the first thorough fundamental studies with
"nanoparticles" were underway in the USA (by Granqvist and Buhrman) and Japan, (within an
ERATO Project) they were called "ultrafine particles" (UFP). However, during the 1990s
before the National Nanotechnology Initiative was launched in the USA, the new name,
"nanoparticle," had become more common (for example, see the same senior author's paper 20
years later addressing the same issue, lognormal distribution of sizes . Nanoparticles can
exhibit size-related properties significantly different from those of either fine particles or bulk
materials.
Nanoclusters have at least one dimension between 1 and 10 nanometers and a narrow
size distribution. Nanopowders are agglomerates of ultrafine particles, nanoparticles, or
nanoclusters. Nanometer-sized single crystals, or single-domain ultrafine particles, are often
referred to as nanocrystals.
Although nanoparticles are associated with modern science, they have a long history.
Nanoparticles were used by artisans as far back as Rome in the fourth century in the famous
Lycurgus cup made of dichroic glass as well as the ninth century in Mesopotamia for creating
a glittering effect on the surface of pots.
In modern times, pottery from the Middle Ages and Renaissance often retains a distinct
gold- or copper-colored metallic glitter. This luster is caused by a metallic film that was
applied to the transparent surface of a glazing. The luster can still be visible if the film has
resisted atmospheric oxidation and other weathering.
The luster originates within the film itself, which contains silver and copper
nanoparticles dispersed homogeneously in the glassy matrix of the ceramic glaze. These
nanoparticles are created by the artisans by adding copper and silver salts and oxides together
with vinegar, ochre, and clay on the surface of previously-glazed pottery. The object is then
placed into a kiln and heated to about 600 °C in a reducing atmosphere.
In the heat the glaze softens, causing the copper and silver ions to migrate into the
outer layers of the glaze. There the reducing atmosphere reduced the ions back to metals,
which then came together forming the nanoparticles that give the color and optical effects.
 Luster technique showed that ancient craftsmen had a sophisticated empirical
knowledge of materials. The technique originated in the Muslim world. As Muslims were not
allowed to use gold in artistic representations, they sought a way to create a similar effect
without using real gold. The solution they found was using luster.
Michael Faraday provided the first description, in scientific terms, of the optical
properties of nanometer-scale metals in his classic 1857 paper. In a subsequent paper, the
author (Turner) points out that: "It is well known that when thin leaves of gold or silver are
mounted upon glass and heated to a temperature that is well below a red heat (~500 °C), a
remarkable change of properties takes place, whereby the continuity of the metallic film is
destroyed. The result is that white light is now freely transmitted; reflection is correspondingly
diminished, while the electrical resistivity is enormously increased.
Synthesis
There are several methods for creating nanoparticles,
including attrition, pyrolysis and hydrothermal synthesis. In attrition, macro- or micro-scale
particles are ground in a ball mill, a planetary ball mill, or other size-reducing mechanism. The
resulting particles are air classified to recover nanoparticles. In pyrolysis, a vaporous precursor
(liquid or gas) is forced through an orifice at high pressure and burned. The resulting solid (a
version of soot) is air classified to recover oxide particles from by-product gases. Traditional
pyrolysis often results in aggregates and agglomerates rather than single primary
particles. Ultrasonic nozzle spray pyrolysis (USP) on the other hand aids in preventing
agglomerates from forming.
A thermal plasma can deliver the energy to vaporize small micrometer-size particles.
The thermal plasma temperatures are in the order of 10,000 K, so that solid powder easily
evaporates. Nanoparticles are formed upon cooling while exiting the plasma region. The main
types of the thermal plasma torches used to produce nanoparticles are dc plasma jet, dc arc
plasma, and radio frequency (RF) induction plasmas. In the arc plasma reactors, the energy
necessary for evaporation and reaction is provided by an electric arc formed between the
anode and the cathode. For example, silica sand can be vaporized with an arc plasma at
atmospheric pressure, or thin aluminum wires can be vaporized by exploding wire method.
The resulting mixture of plasma gas and silica vapour can be rapidly cooled by quenching
with oxygen, thus ensuring the quality of the fumed silica produced.
 In RF induction plasma torches, energy coupling to the plasma is accomplished
through the electromagnetic field generated by the induction coil. The plasma gas does not
come in contact with electrodes, thus eliminating possible sources of contamination and
allowing the operation of such plasma torches with a wide range of gases including inert,
reducing, oxidizing, and other corrosive atmospheres. The working frequency is typically
between 200 kHz and 40 MHz. Laboratory units run at power levels in the order of 30–50 kW,
whereas the large-scale industrial units have been tested at power levels up to 1 MW. As the
residence time of the injected feed droplets in the plasma is very short, it is important that the
droplet sizes are small enough in order to obtain complete evaporation. The RF plasma
method has been used to synthesize different nanoparticle materials, for example synthesis of
various ceramic nanoparticles such as oxides, carbours/carbides, and nitrides of Ti and Si
(see Induction plasma technology).

Sol-gel:
The sol-gel process is a wet-chemical technique (also known as chemical solution
deposition) widely used recently in the fields of materials science and ceramic engineering.
Such methods are used primarily for the fabrication of materials (typically a metal oxide)
starting from a chemical solution (sol, short for solution), which acts as the precursor for an
integrated network (or gel) of either discrete particles or network polymers. 
Typical precursors are metal alkoxides and metal chlorides, which
undergo hydrolysis and polycondensation reactions to form either a network "elastic solid" or
a colloidalsuspension (or dispersion) – a system composed of discrete (often amorphous)
submicrometer particles dispersed to various degrees in a host fluid. Formation of a metal
oxide involves connecting the metal centers with oxo (M-O-M) or hydroxo (M-OH-M)
bridges, therefore generating metal-oxo or metal-hydroxo polymers in solution. Thus, the sol
evolves toward the formation of a gel-like diphasic system containing both a liquid phase
and solid phase whose morphologies range from discrete particles to continuous polymer
networks.
In the case of the colloid, the volume fraction of particles (or particle density) may be
so low that a significant amount of fluid may need to be removed initially for the gel-
like properties to be recognized. This can be accomplished in a number of ways. The most
simple method is to allow time for sedimentation to occur, and then pour off the remaining
liquid. Centrifugation can also be used to accelerate the process of phase separation.
Removal of the remaining liquid (solvent) phase requires a drying process, which is
typically causes shrinkage and densification. The rate at which the solvent can be removed is
ultimately determined by the distribution of porosity in the gel. The ultimate microstructure of
the final component will clearly be strongly influenced by changes implemented during this
phase of processing. Afterward, a thermal treatment, or firing process, is often necessary in
order to favor further polycondensation and enhance mechanical properties and structural
stability via final sintering, densification, and grain growth. One of the distinct advantages of
using this methodology as opposed to the more traditional processing techniques is that
densification is often achieved at a much lower temperature.
The precursor sol can be either deposited on a substrate to form a film (e.g., by dip-
coating or spin-coating), cast into a suitable container with the desired shape (e.g., to obtain a
monolithic ceramics, glasses, fibers, membranes, aerogels), or used
to synthesize powders (e.g., microspheres, nanospheres).
The sol-gel approach is a cheap and low-temperature technique that allows for the fine
control of the product’s chemical composition. Even small quantities of dopants, such as
organic dyes and rare earth metals, can be introduced in the sol and end up uniformly
dispersed in the final product. It can be used in ceramics processing and manufacturing as
an investment casting material, or as a means of producing very thin films of metal oxides for
various purposes. Sol-gel derived materials have diverse applications
in optics, electronics, energy, space, (bio)sensors, medicine (e.g., controlled drug release) and
separation (e.g., chromatography) technology
Safety
Nanoparticles present possible dangers, both medically and environmentally. Most of
these are due to the high surface to volume ratio, which can make the particles very reactive
or catalytic. They are also able to pass through cell membranes in organisms, and their
interactions with biological systems are relatively unknown. However, it is unlikely the
particles would enter the cell nucleus, Golgi complex, endoplasmic reticulum or other internal
cellular components due to the particle size and intercellular agglomeration. A recent study
looking at the effects of ZnO nanoparticles on human immune cells has found varying levels
of susceptibility to cytotoxicity. There are concerns that pharmaceutical companies, seeking
regulatory approval for nano-reformulations of existing medicines, are relying on safety data
produced during clinical studies of the earlier, pre-reformulation version of the medicine. This
could result in regulatory bodies, such as the FDA, missing new side effects that are specific to
the nano-reformulation.
Whether cosmetics and sunscreens containing nanomaterials pose health risks remains
largely unknown at this stage. However considerable research has demonstrated that zinc
nanoparticles are not absorbed into the bloodstream in vivo.
Concern has also been raised over the health effects of respirable nanoparticles from
certain combustion processes. As of 2013 the U.S. Environmental Protection Agency was
investigating the safety of the following nanoparticles:

 Carbon Nanotubes: Carbon materials have a wide range of uses, ranging from
composites for use in vehicles and sports equipment to integrated circuits for electronic
components. The interactions between nanomaterials such as carbon nanotubes and
natural organic matter strongly influence both their aggregation and deposition, which
strongly affects their transport, transformation, and exposure in aquatic environments. In
past research, carbon nanotubes exhibited some toxicological impacts that will be
evaluated in various environmental settings in current EPA chemical safety research. EPA
research will provide data, models, test methods, and best practices to discover the acute
health effects of carbon nanotubes and identify methods to predict them.[78]
 Cerium oxide: Nanoscale cerium oxide is used in electronics, biomedical supplies,
energy, and fuel additives. Many applications of engineered cerium oxide nanoparticles
naturally disperse themselves into the environment, which increases the risk of exposure.
There is ongoing exposure to new diesel emissions using fuel additives containing
CeO2 nanoparticles, and the environmental and public health impacts of this new
technology are unknown. EPA’s chemical safety research is assessing the environmental,
ecological, and health implications of nanotechnology-enabled diesel fuel additives.[78]
 Titanium dioxide: Nano titanium dioxide is currently used in many products.
Depending on the type of particle, it may be found in sunscreens, cosmetics, and paints
 and coatings. It is also being investigated for use in removing contaminants from drinking
water.[78]
 Nano Silver: Nano silver is being incorporated into textiles, clothing, food packaging,
and other materials to eliminate bacteria. EPA and the U.S. Consumer Product Safety
Commission are studying certain products to see whether they transfer nano-size silver
particles in real-world scenarios. EPA is researching this topic to better understand how
much nano-silver children come in contact with in their environments.[78]
 Iron: While nano-scale iron is being investigated for many uses, including “smart
fluids” for uses such as optics polishing and as a better-absorbed iron nutrient supplement,
one of its more prominent current uses is to remove contamination from groundwater. This
use, supported by EPA research, is being piloted at a number of sites across the country
 LITERATURE REVIEW
[1] Standard homologation procedures require demonstration of vehicle safety test
known as “crash test analysis”. To achieve maximum safety for occupant, also for the
pedestrians we need to do crash worthiness of a vehicle, so EuroNCAP has prescribed various
standards according to which crash test of vehicle have to perform. Here without considering
the whole vehicle for analysis, only a bumper beam system is taken, to minimize the
computational work and errors. With the help of LS-DYNA codes nonlinear dynamic contact
analysis by using advanced materials has been done effectively. The program encourages the
automotive industry to exceed the Minimum requirements for safety provided by legislation.
The vehicles are assessed on three tests; frontal impact, side impact and pedestrian impact. In
frontal impact, the car strikes the offset barrier at 64 km/hr. The foremost important element in
frontal impact is the front bumper. The bumper is fixed to the chassis with crash boxes.
Indentations in the crash boxes behind the bumper are designed especially to absorb the
energy released at the moment of collision. The more energy is used to deform the beams, the
less of it remains to deform and damage other elements. The bumper and its crash boxes were
built as 3D Model in CATIA and meshed with finite elements in HYPER MESH. [2] This
paper presents the Finite Element Analysis of the frontal rails of a passenger car. Front rails
will connect between Front bumper and Dash Toe pan. They are one of the structural members
which will absorb high energies in frontal impact, so
that impact energy won’t transmit to driver/passengers. A rigid barrier is modeled to
collide with the left frontal rail. The rail is assigned with steel material. After providing the
necessary interactions and performing meshing, the whole model is run for dynamic explicit
code using ABAQUS 6.11 PR3. Passenger cars are a major mode of transport in the developed
as well as in the developing countries. Therefore the accidents caused due to passenger cars
are also significantly on the rise. In all types of crash accidents, about 30 % of the total
numbers of accidents are frontal crash case. Therefore, measures to improve passenger vehicle
passive safety performance in crash to reduce injury and death of passengers during a crash to
the maximum has become an important subject of research. The frontal rails are an integral
part of the crumple zones which form the front energy absorbing area. Front rails will connect
between Front bumper and Dash Toe pan. They are one of the structural members which will
absorb high energies in frontal impact, so that impact energy won’t transmit to
passengers / driver .Figure 1 shows the Frontal Rail.
 2. INTRODUCTION TO CAD

Computer-aided design (CAD), also known as computer-aided design and drafting

(CADD), is the use of computer technology for the process of design and design-
documentation. Computer Aided Drafting describes the process of drafting with a computer.
CADD software, or environments, provides the user with input-tools for the purpose of
streamlining design processes; drafting, documentation, and manufacturing processes.

CADD output is often in the form of electronic files for print or machining operations.
The development of CADD-based software is in direct correlation with the processes it seeks
to economize; industry-based software (construction, manufacturing, etc.) typically uses
vector-based (linear) environments whereas graphic-based software utilizes raster-based
(pixelated) environments. CADD environments often involve more than just shapes. As in the
manual drafting of technical and engineering drawings, the output of CAD must convey
information, such as materials, processes, dimensions, and tolerances, according to
application-specific conventions. CAD may be used to design curves and figures in two-
dimensional (2D) space; or curves, surfaces, and solids in three-dimensional (3D) objects.
CAD is used in the design of tools and machinery and in the drafting and design of all types of
buildings, from small residential types (houses) to the largest commercial and industrial
structures (hospitals and factories). CAD is mainly used for detailed engineering of 3D models
and/or 2D drawings of physical components, but it is also used throughout the engineering
process from conceptual design and layout of products, through strength and dynamic analysis
of assemblies to definition of manufacturing methods of components. It can also be used to
design objects.

Types of CAD Software

2D CAD
Two-dimensional, or 2D, CAD is used to create flat drawings of products and structures. Objects
created in 2D CAD are made up of lines, circles, ovals, slots and curves. 2D CAD programs usually
include a library of geometric images; the ability to create Bezier curves, splines and polylines; the
ability to define hatching patterns; and the ability to provide a bill of materials generation.

3D CAD
Three-dimensional (3D) CAD programs come in a wide variety of types, intended for different
applications and levels of detail. Overall, 3D CAD programs create a realistic model of what the design
object will look like, allowing designers to solve potential problems earlier and with lower production
costs. Some 3D CAD programs include Autodesk Inventor, Co Create Solid Designer, Pro/Engineer
Solid Edge, Solid Works, Unigraphics NX and VX CAD, CATIA V5.

INTRODUCTION TO CREO-2

Creo is a family or suite of design software supporting product design for discrete

manufacturers and is developed by PTC. PTC Creo is a scalable, interoperable suite of product
design software that delivers fast time to value. It helps teams create, analyze, view and
leverage product designs downstream utilizing 2D CAD, 3D CAD, parametric & direct
modeling.
PTC Creo Parametric provides the broadest range of powerful yet flexible 3D CAD
capabilities to accelerate the product development process. By automating tasks such as
creating engineering drawings, we are able to avoid errors and save significant time. The
software also lets us perform analysis, create renderings and animations, and optimize
productivity across a full range of other mechanical design tasks, including a check for how
well our design conforms to best practices. PTC Creo Parametric enables us to design higher-
quality products faster and allows us to communicate more efficiently with manufacturing,
suppliers

3D MODEL

The above sketcher shows the basic sketcher of the front bumper o the car and here we have taken
these values from existing model and the sketcher should follow 3 conditions to extrude the object and
those are the sketcher should be in closed conditions and there should be no open ends and there should
be no over lapping. After completion of sketcher click on ok
The above sketcher shows the extrusion height of the car bumper

To cut the material use extrude cut only and this shape is for radiator. And this sketcher should also
follow above mentioned 3 conditions to extrude cut.
 Extrude cut

Extrude cut for lights

 3d view of extrude cut

The above sketcher is created by using rectangular shape and these shapes is for radiator
cooling purpose.
Sweep 2d sketcher with 25degree slant angle

Sweep extrude cut

 Extrusion

Final 3d model
 3. INTRODUCTION TO ANSYS

ANSYS is general-purpose finite element analysis (FEA) software package.  Finite Element
Analysis is a numerical method of deconstructing a complex system into very small pieces (of
user-designated size) called elements. The software implements equations that govern the
behaviour of these elements and solves them all; creating a comprehensive explanation of how
the system acts as a whole. These results then can be presented in tabulated, or graphical
forms.  This type of analysis is typically used for the design and optimization of a system far
too complex to analyze by hand.  Systems that may fit into this category are too complex due
to their geometry, scale, or governing equations.
 ANSYS is the standard FEA teaching tool within the Mechanical Engineering Department at
many colleges. ANSYS is also used in Civil and Electrical Engineering, as well as the Physics
and Chemistry departments. 
ANSYS provides a cost-effective way to explore the performance of products or processes in a
virtual environment. This type of product development is termed virtual prototyping.  
With virtual prototyping techniques, users can iterate various scenarios to optimize the product
long before the manufacturing is started. This enables a reduction in the level of risk, and in
the cost of ineffective designs. The multifaceted nature of ANSYS also provides a means to
ensure that users are able to see the effect of a design on the whole behavior of the product, be
it electromagnetic, thermal, mechanical etc.
Generic Steps to Solving any Problem in ANSYS
Like solving any problem analytically, you need to define (1) your solution domain, (2) the
physical model, (3) boundary conditions and (4) the physical properties. You then solve the
problem and present the results. In numerical methods, the main difference is an extra step
called mesh generation. This is the step that divides the complex model into small elements
that become solvable in an otherwise too complex situation. Below describes the processes in
terminology slightly more attune to the software.
Build Geometry
Construct a two or three dimensional representation of the object to be modeled
and tested using the work plane coordinate system within ANSYS.
Define Material Properties
Now that the part exists, define a library of the necessary materials that
compose the object (or project) being modeled.  This includes thermal and
mechanical properties.
Generate Mesh
At this point ANSYS understands the makeup of the part.  Now define how the
modeled system should be broken down into finite pieces.   
Apply Loads
Once the system is fully designed, the last task is to burden the system with
constraints, such as physical loadings or boundary conditions.           
Obtain Solution
This is actually a step, because ANSYS needs to understand within what state
(steady state, transient… etc.) the problem must be solved. 
Present the Results
After the solution has been obtained, there are many ways to present ANSYS’
results, choose from many options such as tables, graphs, and contour plots. 
SPECIFIC CAPABILITIES OF ANSYS
STRUCTURAL 
Structural analysis is probably the most common application of the finite element method as
itimplies brides and buildings, naval, aeronautical, and mechanical structures such as ship
hulls, aircraft bodies, and machine housings, as well as mechanical components such as
pistons, machine parts, and tools.

Static Analysis - Used to determine displacements, stresses, etc. under static loading
conditions. ANSYS can compute both linear and nonlinear static analyses. Nonlinearities can
include plasticity, stress stiffening, large deflection, large strain, hyper elasticity, contact
surfaces, and creep.

 Transient Dynamic Analysis - Used to determine the response of a structure to arbitrarily

time-varying loads. All nonlinearities mentioned under Static Analysis above are allowed. 

Buckling Analysis - Used to calculate the buckling loads and determine the buckling mode
shape. Both linear (eigenvalue) buckling and nonlinear buckling analyses are possible.  

In addition to the above analysis types, several special-purpose features are available such as
Fracture mechanics, Composite material analysis, Fatigue, and both p-Method and Beam
analyses.  

THERMAL
ANSYS is capable of both steady state and transient analysis of any solid with thermal bondry
coditions. to help establish initial conditions. A steady-state analysis also can be the last step
of a transient thermal analysis; performed after all transient effects have diminished. ANSYS
can be used to determine temperatures, thermal gradients, heat flow rates, and heat fluxes in an
object that are caused by thermal loads that do not vary over time. Sch loads include the
following:

 Convection
· Radiation
· Heat flow rates
 · Heat fluxes (heat flow per unit area)
· Heat generation rates (heat flow per unit volume)
· Constant temperature boundaries

 A steady-state thermal analysis may be either linear, with constant material properties; or
nonlinear, with material properties that depend on temperature. The thermal properties of most
material vary with temperature. This temperature dependency being appreciable, the analysis
becomes nonlinear. Radiation boundary conditions also make the analysis nonlinear. Transient
calculations are time dependent and ANSYS can both solve distributions as well as create
video for time incremental displays of models.
MODAL ANALYSIS

A modal analysis is typically used to determine the vibration characteristics (natural

frequencies and mode shapes) of a structure or a machine component while it is being
designed. It can also serve as a starting point for another, more detailed, dynamic analysis,
such as a harmonic response or full transient dynamic analysis. Modal analyses, while being
one of the most basic dynamic analysis types available in ANSYS, can also be more
computationally time consuming than a typical static analysis.  A reduced solver, utilizing
automatically or manually selected master degrees of freedom is used to drastically reduce the
problem size and solution time.
 ANALYSIS

ANSYS PROCESS:-

IMPORTING THE COMPONEENT FROM CAD (CREO) TOOL TO CAE TOOL (ANSYS):

STRUCTURAL ANALYSIS:-
1. Click on Ansys workbench
Static structural

3. Engineering dataright click enter values

MATERIAL PROPERIES
Poly ethyl imides
Young’s modulus: 3.04e9 N/m^2
Poisson ratio: 0.385
Density: 1260Kg/m^3
Yield strength: 101 Mpa
Sio2
Young’s modulus: 74.8e9N/m^2
Poisson ratio: 0.19
Density: 2650 kg/m^3
Yield strength: 156Mpa

Al2o3
Young’s modulus: 375e9 N/m^2
Poisson ratio: 0.22
Density: 3890Kg/m^3
Yield strength: 379 Mpa

After entering engineering data import model.

The below figure shows the importing model of the car bumper
 After completion of material selection here we have to create meshing for each object
meshing means it is converting single part into no of parts. And this mesh will transfer applied
loads for overall object. After completion meshing only we can solve our object. Without
mesh we cannot solve our problem. And here we are using tetra meshing and the model shown
in below.

The below figure shows the boundary conditions of the car bumper when it crash with
something

And here we fixing our object complete ends. And applied impact force 18000N and
calculating results like deformations stress and safety factor values for all materials
Results for existing material (poly ethyl imides)
Deformation

Stress
Safety factor

from the above results here we can say that 18000N is the maximum limit for this object if we
exceed load on this material it going to start breakage. And to increase its strength here we
took another two materials like sio2 and al2o3 and applied same boundary conditions on it and
calculated results

Sio2
Deformation

Stress
Safety factor

When we change material from poly ethyl imides to sio2 here we came to know that the
strength has been increased and stress values also reduced.

Al2o3
Deformation
Stress

Safety factor
After completion of the two materials results here al2o3 gave more safety factor than other
two materials. And less stress than existing material to calculate its maximum bearing capacity
here we also calculated with different loading conditions finally we calculated that 45000N
and the results shown in below

And the maximum bearing capacity of this material

Al2o3 (45000N)

Deformation
Stress

Safety factor
After applying different loading conditions we came to know that 45000N can bear this model
so this material nearly 2.5 times stiffer than existing material.
To improve object performance here we also changing design we created our model with
circular cross section. And applied same boundary conditions on it calculated results for all
materials.
Tables
Deformation(mm) Stress(Mpa) Safety factor
Poly ethyl 23.723 69.257 1.4641
Sio2 0.96539 64.152 2.4317
Al2o3 0.19326 64.108 5.119

Graphs
Deformation
 Deformation(mm)
25

20

15
Deformation(mm)

10

0
Poly ethyl Sio2 Al2o3

Stress

Stress(Mpa)
70

69

68

67

66 Stress(Mpa)

65

64

63

62

61
Poly ethyl Sio2 Al2o3

Safety factor
 Safety factor
6

4
Safety factor
3

0
Poly ethyl Sio2 Al2o3
 CONCLUSION

In this project here we took one car front bumper and designed by using cad tool (creo-
2) and to analyze imported into cae tool (ansys work bench), here we using poly ethyl imides
is a existing material and to increase its performance we also analyzes with sio2 and al2o3
materials. When applied 18000N impact force on the bumper it is the maximum bearing
capacity of the ethyl, for al2o3 it was 45000N. By using al2o3 we can reduce stress up to
12%.
Advantages:
High strength to weight ratio
It can bear huge impact force.
Limits
Weight is more compare to other two materials.
 References

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