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Static Analysis of New Concept Carrier of Front-End Module with Structural Topology
Optimization for Automotive

Article · May 2022

May 2022Advances in Mechanical Engineering 14(5):168781322210962

DOI:10.1177/16878132221096201

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Group 4 Members:

Hans Jedson De Mesa Nelton John. Rosario

Adamson University – BS Mechanical Adamson University – BS Mechanical
Engineering Engineering

Review of Related Literature, Soliworks, Introduction, Solidworks,

Conclusion Abstract, Analysis

Brent Mark Hingpit

Adamson University – BS Mechanical Engineering
Methodology, Solidworks, Concepts, Model, Table of Results

Submitted to:

Engr. Lailah Bautista

Material Science and and Engineering for Mechanical Engineering
Adamson University
Advances in Mechanical
Engineering 2022, Vol. 14(5) 1–9
The Author(s) 2022 DOI:
10.1177/16878132221096201
journals.sagepub.com/home/ade

Static Analysis of New Concept Carrier of Front-End

Module with Structural Topology Optimization for
Automotive
Abstract In this paper are given basic steps of the static analysis simulation. The static analysis is
carried out on the carrier of front end with structural topology automotive optimization. The vehicle
front-end module (FEM) is an integrated system in which major modules are assembled in the front of
the vehicle and is designed in the graphical environment using the simulator SolidWorks. The FEM is
an integrated system that contains various major vehicle modules, such as the cooling module,
hood-latch (HL), head lamp, bumper beam (B/Beam), horn, and so on, which are assembled around a
carrier and it can be modularized easily, and it has great advantages in terms of manufacturing, ease of
maintenance, cost, and weight reduction.

Keywords: Front-end module, static analysis, SolidWorks, integrated system, beam

ensure that our hood will not malfunction while we

1. Introduction
are driving the vehicle because it can cause harmful
Automotive industry has enlarged through all these accidents. HLR test has requirements before
years, its overall dynamics have improved a lot approving that a vehicle is in standard performance
with decent innovation skills as the technology according to Doran A. (2009).
developed as well. They created wholesome In the figure, the design shown is the
prospects that can make vehicles advance on its carrier of the front-end module. It is made
problems in the past. Primarily, cars nowadays have of tested and examined hybrid, pure metal,
been in the test of optimization process to identify and pure plastic materials.
what is the possible level a vehicle can develop
(Zhang J, 2007). FEM or finite element method is
one of the possibilities a car can possess, each
module of the known system has advance options
that can minimize the weight and better
maintenance that benefits the manufacturers. With
the study of plastic engineering, they have
conducted a new advancement using FEM can be
use to create a hybrid vehicle with the materials of
steel and plastic but failures on MRSU
Figure 1. Design of carrier of front end
(member-radiator support upper) occurred. HLR
module
test introduce to understand if the stiffness strength
of the carriers by pulling the hood latch which is
found on the carrier itself. Of course, we need to
 II. Related Literature
lightweight materials, it also reduces the vehicle
The Front-End Module (FEM) is also one of
weight according to the research of J. Kaloha (1999).
the body assembly concepts for reducing parts
This technique has been used by Lotus since 1996
assembly as well as weight. According to K. Lanata
and has proved to be successful because over 23,000
(2007), FEM is an assembly which is made up of the
cars have been built using adhesives with no reported
bumper beam, the head lamp, the radiator, the carrier
failures (Kermit and Christopher, 2004).
and so on as a component module. Then, the module
This technique eliminates the traditional use
is connected to the front side member and the fender
of welding guns or robots which will reduce the
of the particular car. Goede et al. (2008) proved that
investment cost of these heavy machines as well as
by using the FEM, 12 steel components are combined
working space required. The continuous bond along
into a single component which significantly reduces
the joints gives improved joint stiffness compared to
assembly operation, weight and cost. Among
mechanical fasteners or spot welds. The benefits of
automotive manufacturers, Volkswagen (VW) and
adhesive bonding have been now proven in many
Mercedes–Benz/Smart also use the modularity
concept cars and low volume niche products such as
concepts in their Resende plant in Brazil and
Jaguar's XJ220, Ford's AIV, Rover's ECV3, the Lotus
Hambach in France, respectively (Doran and Hill,
Elise, and Honda's NSX (Barnes and Pashby,2000).
2009). The automotive sector is one of the most
Closure parts are always referred to as automotive
important economic catalysts in every country
body-in-white opening parts, such as doors, deck lids
(Orsato and Wells, 2007). An additional way to
and hoods (Thuillier et al., 2008). These parts are the
produce a low volume car or niche model is by
assembly of the outer skin and an inner reinforcing
re-using the existing parts and platform, thereby
part by a hemming process. It is a process which
reducing product development time as well as the
avoids the use of traditional assembly such as
engineering and production costs.
welding in order to maintain the outer surface quality.

According to H. Bumat (2009), due to In a normal table-top hemming of HVAM, the whole

advances in Solidworks simulation and Flexible edge of the outer skin is hemmed at the same time.

Manufacturing Systems (FMS), these carry-over parts An alternative to tabletop hemming, LVAM uses the

are covered with different body styles or top hats. roll hemming process. In this process, a roller is

This approach assists the car makers to concentrate guided by a robot along the hemming edge, bending

on the design of the overall car body styling. the flanged height along the line until a complete join

However, designers always need to keep all the fixing is finished. According to Thuillier et al. (2008), this

points, gaps and dimensions of the existing parts or roller hemming process is suitable for LVAM due to

platform in the new design so that they will fit low cost, versatile tooling from prototype to

perfectly to the existing panels and platform. production and reduction tooling development time.
Another flexible approach is known as supplier park
In the body assembly process, individual whereby clusters of suppliers are grouped together
panels and components are joined and assembled close to automotive manufacturers‟ production site
through a variety of processes, such as welding, (Howard et al., 2006).
riveting, and bonding 56 (Chen et al., 2006). It has
the opportunity to use different joining techniques
such as a structural adhesive which is suitable for
aluminium and composite materials. Because of the
 technologies but also to jointly develop new concepts.
The objective of a supplier park is to easily Doran et al. (2007) cited an example of
integrate orders made by the main automotive modularisation from "Smart‟ car project, a
production based on production schedules. According collaboration between Mercedes-Benz and the
to Harmancioglu (2009), modularity, which is the watchmakers Swatch.
standardisation of component interfaces, reduces the The project only uses 25 module suppliers
manufacturers‟ dependence on a particular instead of normally around 200–300 suppliers that
component for the continuation of productions. supplied dashboard systems, body structure, breaking
Modularity also helps reduce cost by reducing wages, control systems and seating modules. In the „Smart‟
inventory reduction, increased space and simpler car project, the assembly plant only uses 20% of
transactions. According to Howard et al.(2006), value-creating activity within the assembly plant,
examples of supplier parks are Seat at Abreara, Spain; whereas the rest of the activities are done by the
Ford at Bridgend, Wales; Volvo at Gent; Jaguar at suppliers. It is obvious that modular approach gives
Halewood and Audi at Ingolstadt. more opportunities to the suppliers to become more
According to Langner and Seidel (2009), involved in the supply chains 63 particularly, tier one,
automotive manufacturers collaborate with their tier two and tier three suppliers.
skilled suppliers not only to access existing

III. Methodology

Figure 3.2. Assembly model

The figure 3.2 shows the representation of

components in a product or material to be used for
simulation in the front end module structural topology
Figure 3.1 Orthographic view assembly sketched optimization for automotive solidified material.

the figure 3.1 shows the assembly of parts for the

carrier of the front-end module structural topology
optimization for automotive. The assembly consists
of four parts, namely the member radiator support
upper (steel), reinforced radiator support upper
(plastic), member radiator support side (steel),
member radiator support lower (steel) and the carrier
lower (plastic).
Loads and Fixtures Materials:

Figure 3.3. Load on assembly

Figure 3.5. Hybrid Assembly Model

This shows the load on the assembly of the force The figure 3.5 shows a combination of materials for the
applied in the model particularly on the member assembly on the carrier utilizing both plastics and steels.
radiator support (upper) imitating the force applied
upon on an actual carrier wherein the weight of the
latches are placed.

Figure 3.6. Pure Plastic Model

The figure 3.6 shows combination of materials for

assembly on the carrier using only plastic
Figure 3.4. Fixture on assembly

The fixed geometry applied to the model being tested

shows the weight resting on the member radiator
support (lower) on the model.

Figure 3.7. Pure Metal Model

This shows the combination of materials for assembly on

the carrier using carbon alloy steel.
IV. Simulation V. Results

Figure 4.1. Simulation for Stress Figure 5.1 Result of the stress on the pure metal
material

Figure 4.2. Simulation for Deformation

Figure 5.2 Results of the deformation on pure metal
material

Figure 4.3 Simulation for Strain

Figure 5.3 Results of the strain on pure metal material

 Figure 5.8 Results of the deformation on hybrid
Figure 5.4 Results of the stress on pure metal plastic material

Figure 5.5 Results of the deformation on pure metal

Figure 5.9 Results of the strain on hybrid material
plastic

VI. Data and Results

MATERIA LOAD(N) STRESS(M DEFO STRAIN

L PA) RMATI
ON(M
M)

Hybrid 500 N 44.3685 722905 0.000121

2.00
Figure 5.6 Results of the strain on pure metal plastic

Pure 500 N 6.5794 702118 0.001383

Plastic 4.00

500 N 44.3685 722905 0.000121

Pure Metal 2.00

Figure 5.7 Results of the stress on hybrid material

 VII. Conclusion

As we finished we experiment final project

about the static analysis of the concept carrier of
front-end module or FEM with structural topology
optimization for automotive, we perceived that the
usage of pure plastic, pure metal and hybrid type of
materials examines the strength test.In comparison
to other car models in automotive, it also depends
on the design and structural basis of the carrier
depending on the typer or model.

The design of the material simulated is strongly

dependent on the designer's experience and
experiments however it takes much trial and error
repeatedly in procedural conflicts and processing
analysis. Based on Solidworks simulation,
designing a lightweight carrier is contrary to the
expectations in comparison to a metal material
where the effectiveness of topology optimization
were applied. We also discern that the strength
performance of front-end module carriers must
have a sufficient strength and accordingly to
today's modern technology, we can realize the
utilization of plastic material in a part of
application.
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