Master of Science in Automotive Engineering

M07MAE Individual Project

Project Title: Parametric computer model of vehicle classes for pedestrian safety and
injury criteria vehicle shape optimization

Supervisor: Dr. Christophe Bastien

Asst. Supervisor: Dr. Michal Orlowski

Prepared and submitted by:

Lasheen Iqbal Machingal 6756172

Date: 15/08/2016
Abstract
This report outlines the work undertaken as a part of the Masters program. The project was to
develop a parametric model of a vehicle front from which multiple models of varying dimensions
could be generated at the click of a button.

The report begins with an introduction to the project, addressing the needs, scope and objectives
of the project. It follows with a Literature survey on the various modelling and parametrization
techniques in practice today. Morphing techniques are also included in the review along with
automatic mesh generation methods. These approached were reviewed for insights into
parametrizing and modeling with reference to the needs of the project.

The methodology adopted is detailed in the sections following the Literature survey and offers a
detailed insight into the procedure developed to successfully meet the aims of the project. This
section begins with a brief look into the first few approaches adopted which eventually were
futile. It is followed by the actual procedure used in developing the model. This includes a step
by step guide into the knowledge based design concept available within CATIA. The key
parameters developed and the measurement strategy adopted have also been detailed in this
section. Consequently, the modelling techniques and tools used have been explored and
explained as well.

The project was taken beyond the initially agreed aims and objectives and this has been detailed
in the report along with a few additional objectives which were set. The model was automatically
split into separate components and a script was developed to automate the process of loading
and saving the different configurations.

Further, the model was meshed and imported into PRIMER for pedestrian markup activity. This
process has also been detailed step by step within the report.

The report concludes with a critical overview of the work done along with a brief discussion of
the limitations and suggestions for future work, specifically in relation to the pedestrian impact
analysis to be performed at a later stage.

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Acknowledgments
I would like to express my deep gratitude to my supervisor Dr. Christophe Bastien for his expert
comments, remarks and suggestions throughout the duration of this master thesis. I thank him
for introducing me to the topic and guiding my approach to project as a whole. Furthermore, I
would like to thank Dr. Michal Orlowski for his regular and timely pointers and directions and
meetings he agreed to on short notice during the various stages of this project.

I am indebted to Mr. Prannay Patni for his contributions and help as I am to Mr. Martin Lander
and Sahil Singh for their invaluable guidance and inputs. Also, I would like to extend my gratitude
to the Engineering and communications department and Coventry university for providing the
facilities and equipment needed to ensure the completion of this project and making this a
thoroughly rewarding and enjoyable experience.

Finally I would like to thank my family and friends for their continued moral support without
which I wouldnt be here today.

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Contents
Abstract ........................................................................................................................................... 2

Acknowledgments........................................................................................................................... 3

1 Introduction ............................................................................................................................ 9

1.1 Project Aim ..................................................................................................................... 10

1.2 Project Scope.................................................................................................................. 10

1.3 Project Objectives .......................................................................................................... 11

2 Literature Review .................................................................................................................. 12

2.1 Abstract .......................................................................................................................... 12

2.2 Introduction.................................................................................................................... 13

2.3 Parametrization Techniques .......................................................................................... 15

2.4 Morphing Technology .................................................................................................... 17

2.5 Automatic Mesh generation (Automesh) ...................................................................... 19

2.6 Conclusions..................................................................................................................... 21

2.7 Retrospective Comments ............................................................................................... 22

3 Methodology......................................................................................................................... 23

3.1 Initial approach .............................................................................................................. 23

3.1.1 Initial parametrization and modelling approach .................................................... 23

3.1.2 Conclusion ............................................................................................................... 26

3.2 Design and Parametrization of vehicle front ................................................................. 27

3.2.1 Introduction of knowledge based design concept ................................................. 27

3.2.2 Key Parameters of Vehicle model ........................................................................... 38

3.2.3 Design process of Vehicle front .............................................................................. 42

3.2.4 Final design model .................................................................................................. 57

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4 Further work ......................................................................................................................... 59

4.1 Additional objectives ...................................................................................................... 59

4.2 Splitting of components ................................................................................................. 59

4.2.1 Initial splitting Strategy ........................................................................................... 59

4.2.2 Automated splitting of model ................................................................................. 60

4.3 Scripting.......................................................................................................................... 62

4.4 Mesh generation ............................................................................................................ 63

4.4.1 Meshing using Hypermesh...................................................................................... 63

4.4.2 Meshing using BatchMesher .................................................................................. 64

4.5 Pedestrian Markup ......................................................................................................... 65

4.5.1 Markup methodology ............................................................................................. 66

4.5.2 Pedestrian markup using safety tool (PRIMER) ...................................................... 67

4.5.3 Comments ............................................................................................................... 70

5 Results ................................................................................................................................... 70

6 Discussion.............................................................................................................................. 70

6.1 Assumptions ................................................................................................................... 70

6.2 Limitations ...................................................................................................................... 71

7 References and Bibliography ................................................................................................ 74

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List of Figures
Figure 1: Evolution of Design technology (Benitah, Cyril 1998) ................................................... 13
Figure 2: Product development process (15 Uikey, Dhiraj 2005) ................................................. 14
Figure 3: Plate thickness transformation ( Ko , Changseong 2007) .............................................. 18
Figure 4: Hall Size scaling ( Ko , Changseong 2007) .................................................................... 18
Figure 5: Groove Depth Transformation Ko , Changseong 2007) ................................................ 18
Figure 6: Test geometry (1) ........................................................................................................... 23
Figure 7: Test geometry imported as STL file ............................................................................... 24
Figure 8: Export of geometry as .asc file....................................................................................... 24
Figure 9: Test geometry coordinates ............................................................................................ 25
Figure 10: Excel sheet with geometry coordinates ...................................................................... 25
Figure 11: Imported points from Excel ......................................................................................... 26
Figure 12: Imported points and lines ............................................................................................ 26
Figure 13: Tube Cross-section ....................................................................................................... 28
Figure 14: Extrusion Profile ........................................................................................................... 28
Figure 15: Tube model .................................................................................................................. 29
Figure 16: Design table icon location ............................................................................................ 30
Figure 17: Design table association window ................................................................................ 31
Figure 18: Design table association window (2) ........................................................................... 32
Figure 19: String parameter creation window .............................................................................. 33
Figure 20: Incorporation of design table into part tree ................................................................ 34
Figure 21: Summary of associations ............................................................................................. 34
Figure 22: Tube design table ......................................................................................................... 35
Figure 23: Configuration 2 ............................................................................................................ 36
Figure 24: Configuration 1 ............................................................................................................ 36
Figure 25: Configuration 3 ............................................................................................................ 37
Figure 26: Measurements from side view of vehicle.................................................................... 39
Figure 27: Measurements from top View of vehicle .................................................................... 41
Figure 28: Bumper Profile ............................................................................................................. 43

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Figure 29: Bumper guide profile ................................................................................................... 44
Figure 30: Bumper guide and profile ............................................................................................ 44
Figure 31: Half-bumper model...................................................................................................... 45
Figure 32: Full bumper model ....................................................................................................... 45
Figure 33: Upper & Lower bumper guide ..................................................................................... 46
Figure 34: Bumper Profile ............................................................................................................. 46
Figure 35: Bumper profile and guide curves................................................................................. 47
Figure 36: Bonnet geometry with control curves ......................................................................... 48
Figure 37: Bonnet after surface fill ............................................................................................... 48
Figure 38: Completed bonnet half ................................................................................................ 49
Figure 39: Full Bonnet model ........................................................................................................ 49
Figure 40: Windshield profile ........................................................................................................ 50
Figure 41: Windshield upper guide Curve .................................................................................... 51
Figure 42: Isometric view of Windshield profile and upper guide curve ..................................... 51
Figure 43: Windshield geometry with control curve .................................................................... 52
Figure 44: Windshield model after Fill operation ......................................................................... 52
Figure 45: Full windshield surface model ..................................................................................... 53
Figure 46: Roof profile .................................................................................................................. 53
Figure 47: Upper roof Guide ......................................................................................................... 54
Figure 48: Isometric view of roof geometry ................................................................................. 54
Figure 49: Full roof surface post mirroring operation .................................................................. 55
Figure 50: Roof surface after sweep operation ............................................................................ 55
Figure 51: Side model geometry ................................................................................................... 56
Figure 52: Sides post Fill operation ............................................................................................... 56
Figure 53: Final parametric half car schematic ............................................................................. 57
Figure 54: Final half car model with surfaces ............................................................................... 57
Figure 55: Full car model............................................................................................................... 58
Figure 56: Model imported into Hypermesh ................................................................................ 59
Figure 57: Model after manual splitting of components .............................................................. 60

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Figure 58: Common guide curves for component profiles ........................................................... 61
Figure 59: .igs file exported from assembly file and imported into Hypermesh ......................... 62
Figure 60: Meshed model ............................................................................................................. 64
Figure 61: Location of markup tool............................................................................................... 67
Figure 62: Selection of parts for markup operation (White in selection) .................................... 68
Figure 63: After selection of parts ................................................................................................ 68
Figure 64: Results of pedestrian markup ...................................................................................... 69
Figure 65: results of markup -2 ..................................................................................................... 69

List of Tables
Table 1: Tube design table ............................................................................................................ 29
Table 2: List of Key parameters and names from side view ......................................................... 40
Table 3: List of Key parameters and names from top view .......................................................... 41

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1 Introduction
With the advancement in design and manufacturing technology over the years, it can be seen
that the automobile has gotten more comfortable, easy to drive, and more sophisticated in terms
of ride handling and ergonomics. This of course means the average speed at which the
automobile is driven has also risen considerably, thereby increasing the chances of road accidents
and fatalities. The first motor vehicle fatality was recorded in 1889 in the United States. This
ushered in the field of automotive safety as a fundamental area of study in the development of
the automobile. By 1935 the crash mechanics of different types of collisions were studied and
understood along with development of rudimentary headlamps and windshield to aid the driving
and visibility during night time operations. By 1965, automotive safety features designed to
prevent automotive collisions and protect passengers were introduced such as, turn indicators,
dual wipers, further development of the headlamp and windshield and also the introduction of
the seatbelt. (39 Du Bois, Paul 2004)

From then on automotive safety regulations were passed into legislation and made into laws
which manufacturers must heed to in the development and manufacture of their vehicles. This
resulted in the regulation of the automotive design and saw a decline in the number of reported
fatalities from car accidents. However, it still remains one of the 10 leading causes of death
worldwide as of 2014 (41 United Nations World Health Organization 2014).

Apart from features that improved the safety of the occupants and general vehicle to vehicle
impacts, the need to develop systems and engineer components to safeguard pedestrians also
needed to be developed as accidents can occur between vehicle and pedestrians as well, usually
resulting in severe injuries or even fatality in some cases. In the work published by (42 Gandhi,
Tarak 2007), an extensive review of the various researches being undertaken in the field of
pedestrian safety is discussed, contrasted and compared. The authors identify the pedestrian as
the most vulnerable road user (VRU) and indicates at the need to protect the VRUs and the
incorporation of different technologies to aid this.

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Any analysis or research conducted in the modern world would first be performed with the use
of computer models and simulations owing to the advancements in computation and computer
aided design, not to mention the time and money saved by running them on a computer albeit
with a small compromise on the accuracy of the predictions or simulations. This will of course
require a vehicle model to be set up and as well as a human body model to run the analysis.

This project was chosen due to the skills in knowledge based design that stood to be gained upon
successful completion, would be in keeping with the industrial practice in design of products. A
knowledge based design would allow for quick generation of a wide array of design variants of a
product. This translates to massive savings in time and effort for multiple variant generation in
the design process of a product. As such, the knowledge based design practice is used industry
wide by most manufacturing companies.

1.1 Project Aim

The initial aim of the project was to improve a previously developed parametric model of a
vehicle front and then to zone the model based on the Euro NCAP protocol for safety
performance assessment of a vehicle for pedestrian impact analysis. However, the model
developed previously was deemed to be of not sufficient complexity and did not represent actual
or enough number of vehicles accurately enough to be considered for further application in the
pedestrian impact analysis. Thus it was necessary to generate a parametrized geometry of a
vehicle front from scratch.

Considering the complexity of the task at hand, it was agreed that the primary aim of the project
would be to develop a parametric model of the vehicle front which could represent a vehicle
accurately and to parametrize it so that multiple models can be generated relatively quickly with
the help of a few identified key parameters.

1.2 Project Scope

The scope of the project is to develop a 3D CAD model of the vehicle front from which multiple
models of different vehicles classes could be generated through the click of a few buttons without
having to tediously go through modelling the desired vehicle from scratch. This base model could
then be used to generate the different models for pedestrian impact analysis thus saving a lot of

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time on the development of different vehicle types for analysis. For the purpose of this project,
it was agreed that the base geometry should be capable of generating up to 20 models at least
for it to be considered a valid parametric model.

The potential benefits of accomplishing such a model in terms of future research and analysis has
been stated previously.

1.3 Project Objectives

The initial objectives were agreed upon and set as follows,

To generate and parametrise a CAD model of the front half of the vehicle to be used for
pedestrian impact and safety analysis using CATIA V5.

To identify key dimensions of the vehicle and obtain relations between them to achieve
complete parametrization.

To identify varying stiffness zones on the vehicle front.

Assign appropriate mechanical properties to the model.

To complete mesh generation on the designed model.

Time permitting- Transfer data to LS-DYNA

These were continually reviewed and adapted as per the progress and needs of the project and
are mentioned in the sections below as and when they are modified to meet the project
requirements.

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2 Literature Survey
2.1 Abstract
This section reviews various published literatures in the fields of Computer aided design (CAD)
modelling, geometry manipulation and parametrization and automeshing techniques being
employed in the industry today. The report first explores the position and the role of CAD and
CAE application in the product design process and explores the various techniques used to
achieve parametrization of a model to aid the product development process.

Various literatures into the field of CAD modelling and the development of parametric models
are discussed along with the short comings and salient features of the different parametrization
techniques.

The report then goes on to study the concept of morphing within the engineering design field. A
study of the relevant literatures is conducted and commented upon. Moreover, the applicability
of afore mentioned parametrization and morphing methods to the project being undertaken is
also considered.

The report then looks into the one-step solvers developed to aid the design process, more
specifically the automeshing feature. The concept of meshing and its importance is studied along
with the limitations and open issues with the technology. Recent forays into the field is also
studied and critically commented upon.

The report concludes with a reflection of the parametrization and morphing approach to
modelling and which strategy best suits the aims and purposes of the project.

The literature review is undertaken as a pre requisite for the successful completion of the
Masters Dissertation project titled: Parametric computer model for vehicle classes for pedestrian
safety and injury criteria vehicle shape optimisation.

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2.2 Introduction
In a world with ever increasing demand for speed and accuracy, the time afforded to design
engineers and FE analysts for product development and analysis before releasing it for
production is reducing rapidly. This has necessitated the need to develop CAD modelling and
analysis techniques which are quick, efficient and most of all accurate and reliable to a high
degree. This was stressed upon by (Benitah et al. 1998) in the paper published by them. Figure 1
shows the evolution of Design technology though the years and has accurately predicted the
exponential impact the evolution of CAD technology was bound to have on the initial stages of
product development due to the

Figure 1: Evolution of Design technology (Benitah,

Cyril 1998)

Figure 2 shows the typical flow of the product development process. In the event that the initial
design fails to meet the performance requirements, the CAD engineer is tasked with making the
necessary changes to overcome the issues indicated by the FE analyst.

This will require the designer to make certain alterations to the initial geometry to meet the
design and performance criteria. The design engineer saves a lot of time if he had generated the
initial geometry parametrically as this gives the designer better control over the model and the

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ability to redesign it to the new specifications (Ko et al. 2007). Hence the importance and
requirement of a constructive and parametric approach to modelling is clear and essential.

The second stage of the design is where the FE analyst receives the model and verifies it against
set parameters and performance specifications. This is usually done using a Finite element
analysis of the product with the help of various Finite element solvers available in the market
today such as HyperWorks, ANSYS, STAR-CCM, FLUENT and similar software corresponding to
the nature of the analysis to be done. Depending on the complexity of the product being designed
and its applications, it is usually required to identify and assign specific material or dimensional
properties to the product.

Figure 2: Product development process (15 Uikey, Dhiraj 2005)

In the case of automotive applications, these properties tend to vary depending on the part and
its location with respect to the product (Strother , Kent and Warner 1998). This indicates at a
need to identifying and parametrizing the zones of varying material properties and assigning
them appropriately, which implies that a parametric approach is required in order to maximise
the time available to conduct valuable analysis and reduce the redundant recursive tasks of
identifying and re assigning the material properties every time the design is altered to meet
specifications.

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The need for parametrization and its usefulness have been identified as early as 1960s and have
been analysed and discussed by ( Samareh, Jamshid A 1999) in their work titled: A survey of shape
parametrization techniques, where they have identified and discussed the different
parametrization techniques developed and being used up until then.

Another aspect of the design process that will be addressed in this paper is the Automesh feature
which has become quite prominent in CAE applications. Meshing is the process by which domains
are split in smaller sub domains and is constituted of geometric primitives (33 Altair 2012). The
quality of the mesh is of paramount importance as the solver approximations are dependent on
the uniformity of the mesh. That being said, the process to mesh any component is extremely
tedious and time consuming as stated by (Millburg, Bedford and Olson 1986)(Millburg , Bedford
and Olson 1986, Millburg , Bedford and Olson 1986, Otani 2016, Rvachov , Kolodziejski and
Karima 1998). This led to the development of the one-step solver such as the automesh feature
being employed in analytical software these days. (Otani 2016)

In the sections below, parametrization, morphing and automeshing techniques used in

conducting experiments and analysis have been critically evaluated referencing various
literatures in the field that have employed these tools or methods.

2.3 Parametrization Techniques

The paper published by (7 Samareh, Jamshid A 1999) describes the different parametrization
approaches, a few of the relevant methods discussed in the paper are mentioned below;

Domain element approach

Partial differential equation approach
Discrete approach
CAD based approach

The author identifies the key criterion to be met while opting a parametrised approach to
modelling. (Millburg , Bedford and Olson 1986)

The domain element approach was used by (Masters et al. 2015), (Bentamy, Guibault and
Trepanier 2005), and (Morris, Allen and Rendall 2009) in the development of a parametric air foil

15
for aerospace applications. While this approach seemed effective it must be kept in mind that
the geometry of the air foil is also a fairly simple one and the profile can be relatively easily
parametrized with the application of engineering knowledge.

The PDE approach is a finite difference based method of analysis and was used to propose a zoom
technique for digital images by (Belahmidi and Guichard 2004), where the advantages of linear
zoom and non-linear zoom methods were combined to provide the best of both techniques.
(Aslam 2004) took a step further in their work titled: A partial differential equation approach to
multidimensional extrapolation, where a method to accurately extrapolate the nodes and
element into multiple dimensions were explored. This found particular use in the field of
shockwave simulation and prediction. The PDE method was also employed by (Bloor and Wilson
1995) in order to parametrize the geometry of a generic aircraft. The method views the surface
generation as a boundary-value problem and produces surfaces as the solutions to elliptic partial
differential equations.(7 Samareh, Jamshid A 1999)

(27 Braibant, Vincent 1984) in their paper titled: Shape optimal design using B-splines made use
of the discrete approach to parametrization. It was noted in the paper that even though the
geometry change is easy to implement, it is a quite difficult to maintain a smooth geometry.
Optimized solutions that were realized which used this method of parametrization may also not
be feasible for manufacturing. Although this method has been used to successfully parametrize
the aircraft body by Bloor and Wilson as mentioned earlier, it is pertinent to note that the vehicle
front structure is far more complex and comprising of varying and sudden changes in curvatures
and features. This would mean a large number of design variables will be needed to parametrize
the geometry and this process could become very time consuming to begin with and would
require very high computing speeds to be a considered a practical approach.

The CAD based parametrization approach is extensively discussed in the paper published by
(Anderl and Mendgen 1996) titled: Modelling with constraints: theoretical foundation and
application. The author explores the possibilities of CAD based approach to component design
and development and cites the different approaches within the system that can be used
depending on the nature of the geometry being modelled. The author concludes that this

16
approach to modelling shows huge promise for efficient working in the design cycle and ease of
design optimization, this is agreed with by (Nemec, Aftosmis and Pulliam 2003) and the CAD
based approach such as consistent parametrization, compact set of design variables, and
obtainment of smooth geometry being the salient features to this approach as pointed out by
(Samareh 1999).

2.4 Morphing Technology

In the paper published by Cyril et al titled: Virtual Engineering and morphing technology the
author talks about the changes happening to the engineering design field due to development of
morphing technology and predicts the morphing technology to have a profound impact on the
whole process. The paper claims the automotive industry will use morphing to develop future
products in far lesser time today and that the benefits of the reduction in the development cycle
would be realised in different ways thorough all the stages of production (Benitah et al. 1998).
While it is true that the time spent on the process as a whole is reduced greatly, it is limited to
simple geometries. The author does not backup the claim with an example of a model involving
complex geometries rather than the simple door knob example provided.

Conversely in the paper published by (Ko et al. 2007) titled: Morphing technique application for
automotive component analysis, the morphing technique was applied to various automotive
components such as the cowl cross member system, brake disc, and the brake torque member.
The deformations achieved are illustrated below in figures 3, 4 and 5. It can be seen that the type
of transformation and shape changes achieved are still relatively simple. This possibly indicates
at a limitation of morphing technology when complex geometries involving drastic feature
changes, curves and complex cross sections are involved such as that of the vehicle body front.

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 Figure 5: Groove Depth Figure 4: Hall Size scaling Figure 3: Plate thickness
Transformation Ko , Changseong ( Ko , Changseong 2007) transformation ( Ko , Changseong
2007) 2007)

In the paper published by (Narayanan and Einstein 2007) titled: Morphing and parametrization
technologies for CFD applications, the authors discuss the impact morphing technology has had
on the development phase of a product. The author claims that morphing can be used to rapidly
generate multiple geometries and designs depending on the key design parameters of the
product. The paper identifies 4 approaches to generate the surface geometry of a vehicle using
DEP morpher tool, them being;

Control block morphing approach

Global local morphing approach
Morphing the skin and re-meshing the volume approach
Combination of meshing and other transformation tools in combination.

The author uses the strategies listed above to rapidly generate different models of a pickup truck
to be analysed in CFD and argues that the morphing method is more time saving than the
conventional CAD method. A similar task was achieved by (Kang 2013) in their paper where they
were able to rapidly generate different air foil models using the morphing technique.

It is important to note that the published literatures all seem to agree that using the morphing
technique it is possible to easily generate intermediate models from a base CAD model. This
implies that the morpher is able to generate various models between the upper and lower
bounds set by the designer. Again this approach is limited by design as it has been found that

18
extreme changes in angles and dimensions will cause the mesh distortion leading to inaccurate
results or infeasible design for manufacture.(Kang 2013)

However, the paper published by (Blanding et al. 2000) titled: Skeleton-based three-dimensional
geometric morphing contradicts this assertion by describing a method for generating geometric
morphs between general 3D solid models. The author concludes that skeleton-based morphing
procedure can handle source and target objects with different feature sets and varying topology,
can interpolate non-geometric surface attributes, can perform in a completely automated
fashion or allow the user detailed control of feature correspondence, and consistently produces
intuitively appealing results. Moreover, the skeleton-based morphing procedure is robust in that,
intermediate objects of the morph are valid (non self-intersecting) solid models. (Blanding et al.
2000)

Thus it can be seen that there is an agreement between the literatures that the morphing
technique if applied correctly can be very effective in the design process and will help save a lot
of product development time which can be instead utilized for conducting value adding research
on the product. Morphing has been widely used in the graphics and film industry after the
pioneering works of (Kawaguchi 1982) and (Kent, Carlson and Parent 1992) and by (Sederberg et
al. 1993) specifically in the field of 2 D morphing.

2.5 Automatic Mesh generation (Automesh)

Meshing is a process which allows representation of a 2 or 3 dimensional objects geometry or
geometric domain as sets of a discretized geometry consisting of a set of simple geometric
elements such as triangles and tetrahedrons. It has become an integral part of the design process
especially due to advancements in computing capacity and speed.(33 Altair 2012)

In the work published by K Shimada, the author identifies one of the main problems with the
mesh generation feature. He asserts that one of the missing capabilities of current commercial
mesh generators is the versatile control of mesh anisotropy and directionality. Secondly, they
also cannot perform automatically the geometric operations required prior to the meshing
process itself, such as feature identification and removal, medial-surface extraction from a thin
walled solid, and removing noise from laser-digitized data to name a few (Shimada 2006). This

19
assertion is critical in the context of the project being undertaken as the vehicle front being
modelled will have varying mechanical and dimensional properties at different locations.
Furthermore, the author also claims that the old trend of having to manually generate the mesh
is receding as engineers are more interested in getting quick insights and improving the model
design. However, given the limitations of automatic mesh generation discussed previously,
manual meshing is still needed for specialized analysis and simulations (Shimada 2006). The
authors claim here that the new user base is heavily dependent on the automatic mesh
generation feature and that most are incapable of producing high quality mesh is unwarranted
as he does not back this assertion up with any sort of statistics or study.

Other works such as those by (Kini, Thoms and Zhu 2008) looks into speeding up the design
process by sidestepping the need to clean up the geometry prior to meshing. The author claims
that this allows for faster meshing of the parts and cites meshing that took weeks could be done
in days. He tackles the common issues with meshing such as overlapping parts or surfaces, non-
contact areas, shrink wrapping and demonstrates how the proposed mesh generation method
overcomes them by way of multiple effective examples. A similar such work was published by
(Schifko , Steiner and Kornberger 2016) where the author proposes a preprocessor which takes
the CAD or STL data as input and repairs invalid meshes and connects them together . The gaps
between the meshes are also dealt with and other surface repair techniques are also discussed.
The paper also explores different and commonly found problems in mesh generation.

In a more recent work published by (Otani 2016) the author proposes a technique to generate
the mesh for the mid-surface and for a solid CAD model along with shape recognition capabilities.
In this report, he develops and algorithm which identifies the different features on the 3D CAD
model such as fillet, flange, hole, chamfer etc. by identifying key parameters such as curvature,
length of perimeter, average curvature, angles etc. The author also claims that in addition to the
above listed rather simple characteristics, a feature recognition system for composite surfaces
was also developed which used the geometry lines input to generate center lines and then mesh
based on these generated center lines (Otani 2016).The author backs up his claim by performing
the mesh generation on a composite structure which had a multitude of features such as fillet
edges, fillet centers, chamfer, and grooves. This could prove to be a potential solution to the
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problem of mesh anisotropy mentioned by K Shimada discussed in the previous paragraph. The
anisotropy of the model could potentially be managed and meshed with the proper application
of the algorithm developed by Koji Otani.

2.6 Conclusions
Form the numerous literatures studied and reviewed for the purpose of writing this interim
report it has become clear that both approaches to modelling offers their own unique
advantages. The parametric CAD based approach to modelling will yield a base model which can
be changed to represent a certain class of vehicle by altering the key parameters used to form
the base geometry of the model. The CAD approach will also yield a smoother geometry and a
more accurate one as well. The only drawback or potential source of contention is having to
generate a new mesh every time the model is changed. It must be noted that this process can be
relatively simple or time consuming depending on the complexity of the model. If the model
developed does not encompass all the aerodynamics features to the last detail, but instead
represents geometry in a simpler manner, this process could be a fairly straight forward one.
Since the scope of this project does not require the model to preserve the aerodynamic features
but does need to be parametric, this approach could prove to be a viable one.

Another strategy that could by employed is to create a base model in CAD and then mesh the
model once manually. This could be time consuming as the vehicle front albeit a relatively simple
representation have multiple mating and intersecting surfaces. However, once the mesh is
generated on the base model, the mesh could then be morphed using one of the many available
morph tools in commercial CAE software today using handles and domains to form and deform
as per the input. The main drawback of this approach is highlighted when the geometry variation
between the intended models is large. A large or sudden changes in the geometry will cause
mesh distortion and lead to inaccuracies in the results. This change on geometry is to be
expected, as the objective is to develop a base model which can represent different classes of
vehicles. And in many cases certain features of the vehicle body front of different classes will be
drastically variable. However that being said, if the morph parameters are chosen wisely and the
morphing is done in an intuitive and logical manner, this method is also a viable one for meeting
the aims of this project as it deals with a simple representation of a complex geometry. However
21
it has to be said that the CAD based model will be a more accurate representation of the model
than the morphed models.

2.7 Retrospective Comments

It was concluded in the literature survey that a CAD based approach would best suit the needs of
the project. In retrospect, this was an accurate conclusion as the model was generated by
applying a CAD based approach.

The literature reviewed helped form an initial understanding of the different methods by which
the model could be generated. The study conducted on parametrization techniques also helped
shape the parametrization strategy for the vehicle front as is discussed in the sections below. It
opened eyes to many of the methods that were either too simple or far too complex to suit the
needs of this project.

The study or morphing techniques helped in forming a basic understanding of the concept and
how it applies to the modern day industries. Along with many of its salient features, the key
drawbacks of adopting this strategy in light of this project was also seen with the incapability of
the technique to maintain consistent good quality mesh though various models.

22
3 Methodology
In this section, the methodology undertaken to develop the model and to parametrize it are
presented and discussed.

3.1 Initial approach

It was decided that CATIA V5 would be more apt to use in the project due to the in-built
knowledge based design capabilities of the application over other similar CAD modeling
applications. It was further decided that a simple geometry such as a cube or a plane with surface
fill was to be considered. This would enable the parametrization method to first be validated for
the simple model before trying to adapt it to the relatively more complex vehicle front model.

3.1.1 Initial parametrization and modelling approach

One of the first approaches was to first draw the geometry using points and lines and then to
generate surfaces on them. After this the co-ordinates could be extracted from the drawing and
then run from an excel sheet and using the inbuilt macros available in the Dassault systemes
installation folder. The step by step process to attain the coordinates from the geometry has
been listed below,

A simple surface is drawn using points

and lines as shown in Figure 6. It is
required to extract the co-ordinates of
the geometry.
This model now needs to be saved as a
.stl file.
Next, the .stl file is imported into the
digitized shape editor workbench in
CATIA. The results are shown in Figure 7.
Now from this workbench it is possible
to export the geometry as a user defined
ASCII file format.
The next step is to change the file
extension from .asc to.txt manually by
renaming the file.
Figure 6: Test geometry (1)
This will open the file in notepad and will
contain all the coordinates of the construction elements, namely the points and lines.

23
Figure 7: Test geometry imported as STL file

Figure 8: Export of geometry as .asc file

24
 After renaming the file as a .txt file it can be
opened in notepad to view the coordinates.
Figure 9 shows the co-ordinates as exported from
the geometry file.

These co-ordinates confirms the geometry has been

drawn using points.

Within the CATIA installation folder \\Program Figure 9: Test geometry coordinates

Files\Dassault systemes\B25\win_b64\code\command
there exists an excel sheet named GSD_PointSplineLoftFromExcel.xls. The point coordinates can
be copied from the notepad and pasted into the excel sheet. It must be noted that the values
copied as is will be pasted into one row. This will need to be separated using the text to columns
tool which can be found under the Data tab. After segregating the coordinates into 3 different
cells to represent the X, Y and Z coordinates, it can be pasted into the excel sheet mentioned
previously as shown in Figure 10.

From this sheet, it is possible to execute

a pre-defined macros by accessing the
macros toolbar within excel. Ensure
that a new CATIA part file is open in the
background.

Now, the coordinates can be

transferred from the excel sheet by
selecting the appropriate macros from
Figure 10: Excel sheet with geometry coordinates
the list and then executing it. The result
is shown in figure 11.

25
Using the same procedure, it is
logical to conclude that the points
forming a more complex model can
also be imported. However, as can
been seen, only the points have been
imported in this instance.

It is possible to import the lines as

well by selecting the 2nd
configuration when prompted after
Figure 11: Imported points from Excel
executing the macros. This is where
this methods flaws comes to light.
Figure 12 shows the geometry
created when trying to import the
lines which connects the points.

As can be seen, the lines do not

connect in the intended order as per
the original geometry shown in
Figure 6. This suggests that the points
will need to be re-ordered within Figure 12: Imported points and lines
excel prior to execution of the
macros and generation of the sketch.

3.1.2 Conclusion
It is impractical to assume that this is a viable approach to meet the needs of this project, as the
vehicle front would consist of a large number of points and coordinates. To re-order these points
so that the lines join the correct points in the correct order would be an extremely tedious and
time consuming process. It also would not offer the advantage of rapid model generation if this
had to be done prior to generating any vehicle model. Furthermore, it would require every
vehicle to be modeled individually to extract the respective geometric data (points and

26
coordinates) which would also prove to be time consuming. It would be extremely tedious and
bordering on the impossible to define the coordinates for making up the geometry of multiple
vehicles without modeling them first in CATIA and then following the procedure defined in the
previous section.

Hence, taking this approach forward would be a clear waste of time as it would not help meet
the objectives of this project. However, it has served as an introduction into the potential
capabilities of linking a design table in excel and generating the geometry from that. In the
sections following, an in depth look into the knowledge based design capabilities is explored.

3.2 Design and Parametrization of vehicle front

In this section the methodology and logic used in parametrizing the vehicle front has been
explained. The parametrization of the model was one of the key objectives of this project. It was
necessary that a suitable strategy was synthesized which would accurately represent the vehicle
geometry as well as be stable and adaptable enough to represent a large number of vehicles from
the database. For the purposes of this project, it was agreed that a vehicle database of 20 vehicles
from the different vehicle classes, namely hatchbacks, sedans and SUVs would be sufficient to
validate the parametrization strategy and modelling logic as a stable one capable of representing
a wide selection of vehicles.

It has to be noted that although presented in separate sections, the parametrization and
modelling strategy were developed simultaneously as they are interdependent.

It is considered apt to introduce the design and parametrization concept with the help of a simple
geometry as opposed to introducing it with the actual vehicle front.

3.2.1 Introduction of knowledge based design concept

A simple tube is considered for the introduction of the concept. The problem is defined as
follows: A large number of tube models are required to be generated within a short period of
time. The tube will have a diameter as well as a tubular length along with minor variation in
profile. The parameters are deliberately kept simple. A classic approach to individually design the
tubes based on each set of dimension would be a tedious and time wasting process. Instead,

27
since the geometry is basically the same with minor to major variation in dimensions being the
only change, a knowledge based approach would require the generation of only a single base
geometry from which all other model could be generated.

3.2.1.1 Tube cross section

The tube cross section is drawn as shown
in figure 13. It is important to constrain
the sketch as they will be the parameters
that drive the geometry.

After constraining the sketch, it is good

practice to modify the key parameters
default name in the sketch to a more
relevant name. This will aid in identifying
the parameters at a later stage. This can
be done by right clicking on the
dimension and going into the properties
option. The name can be changed under Figure 13: Tube Cross-section
the feature properties tab.

3.2.1.2 Extrusion profile

Next, it is required to define the extrusion profile of the tube. In order to do this, first exit the
sketch and insert a new sketch into the part tree. Once in the new sketch, the profile is sketched
as shown in the figure 14.

Figure 14: Extrusion Profile

28
Again, it is important to constrain the sketch and change the names of all the key parameters as
mentioned previously.

Figure 15: Tube model

Once this has been completed, the tubular profile can be extruded along the extrusion profile by
using the sweep feature available in the Generative Shape Design workbench within CATIA. This
should result in a model as shown in Figure 15.

The next section will introduce the knowledge ware capabilities within CATIA that allows for the
storage of design intelligence and consequent model generation from within the design table.

3.2.1.3 Design Table Association

The design table is nothing but a simple Excel sheet which contains the different design
parameters. Figure 16 shows the design table that will be associated with the tube model to
generate the variants. For the sake of representation, only 2 models other than the one already
drawn will be shown.

Table 1: Tube design table

Profile code Dia (mm) L1 (mm) L2 (mm) Total L (mm) Elevation (mm)
1-0001 72.111 70 30 150 10
1-0002 62 50 25 120 15
1-0003 102 95 50 180 20

29
The excel table is created with the parameter names as defined in the drawing occupying the first
row. The first column can be used to give each designs a code with which it can be easily identified
later on. It is important to define the units as per the drawing. Otherwise CATIA will consider
them to be in meters. Once this is done, the next step is to link the CATpart and the design table
with each other. The steps to link the 2 files are listed below,

After the design table has been created save it and switch to the CAT drawing.
Once in the CATIA part file, look for the Design table icon. It is usually situated on the
bottom toolbar. If it is not visible, make sure the knowledge toolbar is active by going into
View> Toolbar and checking the knowledge tool bar to be active. Figure 16 shows the
location of the icon within the tool bar marked in red.

Figure 16: Design table icon location

Clicking on the design table will open the design table creation window. The option to
create a design table from a pre-existing file is selected with the orientation set as vertical.
Once these values are set and ok is clicked, a file selection window will open up. Using
this window, navigate to the location where the design table is saved and select the excel
sheet created in the steps prior.
After selecting the excel sheet, a window asking for automatic association of the
parameters will pop up. Clicking yes on this will automatically associate the columns
having the same names as the parameters in the drawing. However this feature will not
work here as the unit of measurement has been specified in the column containing the
parameter name. Hence the names and the column names will not be an identical match.
If the measurements were inserted in meters, it would have automatically been
associated.
After clicking no to the automatic association prompt. A new window named
DesignTable.1 active will open. Figure 17 shows this window.

30
 Figure 17: Design table association window

Here the option to add comments and to change the name of the design table may be
utilized to cater to the specific nomenclature if any.
Next, the parameters created in the drawing have to be associated with the respective
columns in the excel sheet. In order to do this, switch to the associations tab found next
to the configurations tab.
Once in the associations tab 2 windows will be presented. One window named
parameters will list all the parameters in the CAT part and the window to the right named
Columns will list all the column names defined in the excel sheet previously as shown in
Figure 18.
Currently there is no association created between the drawing and the design table yet,
as can be inferred from the blank window named association between parameters and
columns. (Figure 18)
The next step is to create the association between the columns and the parameters.
This can be done by filtering out the kind of parameter from the filter type drop down
menu or by searching for the parameter in the list.

31
 Figure 18: Design table association window (2)

When a key parameter is found in the left window, select it and move over to the columns
window and select the corresponding column name to be associated with the parameter.
Once both, the parameter and the column is highlighted in blue, click on the associate
button found just below the columns window to link the 2 parameters. This is repeated
for all the unique parameters.
This will leave one item in the Columns window without an association. This is the part or
design code column created in the excel sheet. This can be associated separately by
selecting the Profile code and hitting the create parameters button located at the
bottom left of the window.

32
 This will open up a window as shown in Figure 19 which will create a new parameter to
be associated with the column. Clicking ok will create the parameter association.

Figure 19: String parameter creation window

Now, the parameters in the model have been associated with the columns in the design table. A
summary of all the association will be shown as soon as the last column is associated with its
corresponding parameter as shown in Figure 20.

By clicking Ok the associations are confirmed and the link between the drawing and the design
table is established.

This completes the creation and linking of the design table with the CATpart. The different
configurations can now be loaded directly from within CATIA and new designs can be added to
the design table and loaded in the application with a few clicks.

The part tree will now have a new entity called Relations which has the design table nested
within it. (Figure 21)

33
 Figure 21: Summary of associations

Figure 20: Incorporation of design table into part tree

34
The designs can now be loaded from the design table by accessing the part tree and double
clicking on the design table as shown in Figure 21. This will open up the design table as shown in
Figure 22.

Figure 22: Tube design table

The blue highlighted is the current configuration of the model. Other configurations can be seen
listed below. Any changes made in the design table by accessing the Excel sheet will be replicated
in the design table within CATIA automatically. As soon as a change is detected in the excel sheet,
a pop up window asking to confirm the synchronization will appear. This includes altering existing
dimensions or adding new configurations.

In order to apply the new configuration, the desired configuration is selected and confirmed by
clicking OK. If automatic update is turned off it will require you to manually update the model by
clicking the update button, else it will update automatically. The configurations are shown in
Figures 23, 24 and 25.

35
Figure 24: Configuration 1

Figure 23: Configuration 2

36
 Figure 25: Configuration 3

Thus it is clear to see the ease with which multiple variants of a model can be rapidly generated
with the help of intelligence based modelling.

This is the principle method adopted in the parametrization of the vehicle front. However, the
geometry being far more complex, it can be expected that the number of parameters required
to provide a stable base model will be higher than what has been used to illustrate the
knowledge-ware capabilities within CATIA.

37
3.2.2 Key Parameters of Vehicle model
In this section, the key parameters identified in order to parametrize the vehicle model and the
logic involved is presented.

In order to model the vehicle front the vehicle dimensions are undoubtedly necessary. Many
websites offer vehicle measurements for a price. An inspection of the few freely available
measurements reveals that the measurements contained within the data sheets are in adequate
to model a vehicle accurately. General dimensions such as Track width, car length, wheel base
and car height etc. are all mentioned. However, to design a vehicle front these are grossly
insufficient. A car measurement database downloaded for the purposes of this project has been
furnished in the Appendix of this report.

3.2.2.1 Vehicle measurement strategy

As mentioned above, the databases available online are insufficient. This points at a need to
individually make the measurement from the blueprints of vehicles available online. The blue
print measurements downloaded off the internet can be validated against a reliable car database
such as the Canadian vehicle database that is available to download for free and contains a good
number samples of vehicles.

The car blue prints downloaded is saved as a PDF file and using the in-built measuring tool within
Adobe acrobat reader DC, accurate measurements can be made. It may be required to adjust the
scale of the measuring too to suit the scale of the drawing. This can also be easily done by right
clicking on the image once the measuring tool is activated. Once the initial setup is made, the
measurements can be performed. The tools used in Adobe have been illustrated in the appendix
of this report.

For the purpose of illustration of the measurements made and the parameters identified, the
Audi A5 has been chosen at random. The figures below will illustrate and name the identified
dimensional features of the vehicle which will make up the elements of construction in the design
of the model.

38
3.2.2.1.1 Measurements from Side view
In this section, the parameters measured and identified have been listed and illustrated. It is
important to note that many of the parameters may not be commonly used in the industry as
these have been adapted specifically for the needs of this project.

Figure 26: Measurements from side view of vehicle

Since the scope of this project is limited to modelling the front half of the vehicle, the rear end
of the car has been ignored as can be seen form the figure 26.

A total of 17 parameters have been identified from the side view of the vehicle which would form
a part of the base geometry of the vehicle. The dimensions have been numbered in and the
names of the parameters have been listed below in Table 2.

39
 Table 2: List of Key parameters and names from side view

M.No Dimension Name Abbrevation

1 Ground Clearance GC
2 Lower bumper height LBH
3 Mid bumper height MBH
4 Top bumper height TBH
5 Headlight height HLH
6 Bonnet height BH
7 Windshield height WSH
8 Roof height RH
9 Car length CL
10 Bonnet length BL
11 Bonnet length 2 BL2
12 Bumper curvature BUC
13 Bonnet curvature BCR
14 Windshield Angle WSA
15 Roof Curvature RC
16 Roof Length RL
17 Headlight Angle HLA

The abbreviations mentioned in the 3rd column of the table above are the same names used for
naming the corresponding dimensions in the model. They will also be found in the first row of
the design table associated with the model.

3.2.2.1.2 Measurements from Top View

Similar to the method used above, a few more key parameters have been identified from the Top
view of the vehicle blueprint. They have been listed and illustrated below.

40
 Figure 27: Measurements from top View of vehicle

The names of the marked dimension in the figure above is furnished in table 3 below,

Table 3: List of Key parameters and names from top view

M.No Dimension Name Abbreviation

18 Grill width GW
19 WShield_1_X WShield_1_X
20 WS_X WS_X
21 Headlight Depth HLD
22 WShield_2_X WShield_2_X
23 WShield_2_Y WShield_2_Y
24 WShield_1_Y WShield_1_Y
25 Total Width TW
26 Windshield Width WSW
27 Roof Width RW

41
It can be observed from the measurements made and the parameters selected, the curvatures
have been neglected where possible. This is because it is quite difficult to accurately measure the
curvature from the drawings using simple measurement tools. In such cases, the X and Y
distances of the point from the reference lines have been made where possible. Components
that had compulsorily to be modelled using an estimation of the curvature have been done so
using a rough approximation.

It should be noted that all horizontal and vertical measurements have been made from two
reference points. One for the horizontal measurements or along X axis and the other for vertical
measurements or along Y axis.

3.2.3 Design process of Vehicle front

Before the construction logic is dissected, it is important to address the scope of the design. It
has been preliminarily agreed that the level of detail need not encompass the aerodynamic
features of the vehicle. This is a fair compromise, as the design process and logic will be quite
complex and the number of key parameters will be excessive. Moreover, the multiple parametric
model generation capability will also be adversely affected as aerodynamic features vary
drastically between car makers and parametrizing them may render the model unstable. Hence
it is considered futile to focus on modeling the aerodynamic features.

Furthermore, the objective of the project is to prepare the vehicle front for a pedestrian impact
analysis. This hints at the need to preserve the physical and dimensional features as consistently
as possible to the real vehicle rather than the aerodynamic features. The design has been
developed keeping these requirements in mind.

Using the parameters derived above from the blue prints as constraints, it is possible to model
the vehicle front to an acceptable degree of accuracy. The sections following will detail the
construction logic of the different components of the vehicle front namely, bumper, bonnet,
windshield and the roof.

3.2.3.1 Bumper Design

Figure 28 shows the profile of the vehicle bumper. The parameters involved in the design of the
profile are listed below,
42
 Figure 28: Bumper Profile

Ground clearance Headlight height

Lower bumper height Headlight angle
Mid bumper height Bumper curvature
Top bumper height

There are 2 dimensions that have been assigned in relation to an existing parameter as
formulae. This was done on the observation of a small elevation from the ground clearance
and the start of the Lower bumper. Consequently, the lower bumper curvature has been
designed as a function of the bumper curvature parameter. This simplifies the model
construction and reduces the number of parameters required to drive the model from the
design table.

Figure 29 shows the profile along which the bumper will be swept using the sweep feature
within the generative shape design workbench.

43
 Figure 29: Bumper guide profile

The parameters involved in the construction of the guide profile as listed below,

Total Width Grill Width

Headlight Depth
There also exists a tangency constraint between the end of the Grill width and the beginning of
the Bumper curve. This ensure a smooth transition between the staring and curved profile of the
bumper.

Figure 30: Bumper guide and profile

44
Figure 30 shows the bumper profile and sweep guide. The profile can now be swept along
the guide curve to get one half of the bumper. The result have been illustrated in Figure 31.

Figure 31: Half-bumper model

The next step is to mirror the surface with reference to the XY plane. This will result in the full
bumper model as illustrated in the figure below.

Figure 32: Full bumper model

45
3.2.3.2 Bonnet Design
In this section, the bonnet design logic and parameters will be explained and illustrated. To
ensure continuity and contact, the bumper guide is used as one of the guide curves for modelling
the bonnet.

Figure 33 and 34 shows the isolated bumper profile and the upper guide curve of the bonnet.
The parameters involved in the construction have also been listed below the illustrations,

Figure 34: Bumper Profile

Figure 33: Upper & Lower bumper guide

46
Parameters involved in the bumper profile (Figure 32) are,

Bonnet Height Bonnet Length 1

Bonnet Length 2 Bonnet Curvature

The parameters involved in the construction of the upper bumper guide (Figure 33) are,

WShield_1_X WShield_2_X
WShield_1_Y WShield_2_Y
Figure 34 shows an isometric view of the bonnet profile along with the upper and lower guide
curves.

Figure 35: Bumper profile and guide curves

The ends of the bumper is joined using the connect curve tool found in the work bench. And the
surface can be filled once the geometry is closed.

However, it is required to define a few more control line between the upper and lower guides of
the bonnet to ensure a smooth filling without any geometric flaws owing to the inconsistent
curves of the two guide curves. Figure 36 illustrates this.

47
This was accomplished by defining points on both the guide curves. They were positioned at
specific ratios of the respective curve lengths so they are dependent on the lengths of the curve
at all times. This will ensure that the points lie on the curves.

Figure 36: Bonnet geometry with control curves

Next, the smaller zones are filled using the Fill command in the workbench. Figure 37 illustrates
the result.

Figure 37: Bonnet after surface fill

48
The surface on the larger contour is generated using the multi-section surface command. This
operation completes the modeling of the bonnet half as shown in Figure 38.

Figure 38: Completed bonnet half

The bonnet can now be mirrored about the XY plane to generate the complete bonnet surface
as shown below.

Figure 39: Full Bonnet model

49
3.2.3.3 Windshield Design
This section will explore the design logic of the windshield. Similar to the design logic of the
bonnet, the windshield also has 2 guide curves controlling the surface generated. One of the
guide curve is the upper bonnet guide curve used in the modeling o the bonnet in the previous
section. The other is the upper windshield profile which will be illustrated here.

Figure 40 shows the windshield profile and the parameters involved are mentioned below the
illustration,

Figure 40: Windshield profile

The parameters involved are,

Windshield Angle
Wind shield height

Next, the guide upper guide curve for the windshield is drawn and illustrated in Figure 41 along
with the respective parameters listed under it.

50
 Figure 41: Windshield upper guide Curve

The Parameters involved are,

Windshield _X
Windshield Width

The curvature of the roof is defined as a function of the upper bonnet curve. This as mentioned
before simplifies the model and reduced the number of key parameters without compromising
on the stability of the model.

Figure 42: Isometric view of Windshield profile and upper guide curve

51
Figure 42 represent the windshield profile and the upper guide curve as an isometric view. The
design logic of this component is similar to that of the bonnet design mentioned in the preceding
section. In this case also, a control curve is needed between the upper and lower guide curves to
maintain the surface integrity owing to the curvature of the upper and lower guide curves. Figure
43 illustrates this.

Figure 43: Windshield geometry with control curve

The upper and lower guide curves are joined using the curve connect tool, similar to that used
in the bonnet design. The contours are filled using the Fill tool in the workbench and is illustrated
in Figure 44.

Figure 44: Windshield model after Fill operation

52
Now the model can be mirrored about the XY plane to yield the full windshield surface model as
shown in Figure 45.

Figure 45: Full windshield surface model

3.2.3.4 Roof Design

This section will explore the design methodology for the roof of the car model. The roof, much
like the bonnet and the windshield have an upper guide curve in addition to the upper guide
curve of the windshield. They have been illustrated below.

Figure 46: Roof profile

53
The parameters involved in this geometry are,

Roof Height Car Length

Roof Curvature
Next, the roof guide is drawn and is illustrated in Figure 47.

Figure 47: Upper roof Guide

The parameters that make up the roof guide geometry are,

Roof Width
Roof Length

Consequently, the isometric view of the geometry is shown below,

Figure 48: Isometric view of roof geometry

54
The roof surface is generated using the sweep function, using the upper and lower guide curves.
The results of the sweep and subsequent mirroring operation to generate the whole roof surface
are illustrated separately below,

Figure 50: Roof surface after sweep operation

Figure 49: Full roof surface post mirroring operation

55
3.2.3.5 Sides Design
Due to constraints of time, the sides were modelled in a very simplistic manner. The profile of
the bumper end was projected to a plane at the end of the cars length. The bumper end and the
sides were then connected using the curve connect feature and then filled in using the Fill
feature. The figures below illustrate this. There are no parameters involved in this component.

Projected

Projection elements

Figure 51: Side model geometry

Figure 52: Sides post Fill operation

56
3.2.4 Final design model
In this section the final product of the design process is illustrated. Figure 53 represents the
schematic of the final parametric half car model.

Figure 53: Final parametric half car schematic

Figure 54 shows the model after the surface were generated using a combination of sweep, fill
and multi section operations.

Figure 54: Final half car model with surfaces

57
Figure 55 represents the full car model after the mirroring operation is conducted on the half car
model.

Figure 55: Full car model

3.2.4.1 Comments
This concludes the design process of the vehicle model. The final model is parametric with 27 key
parameters driving the geometry. A design table was also created and linked to the drawing using
the same mention described in the Introduction of this section. The design table has been
illustrated in the Appendix of this report along with the blue prints of the vehicles which were
measured and imported into the design table. As stated previously, it was agreed that a total of
20 cars would be sufficient to test the base geometrys stability.

However, the design can be improved a lot given sufficient time. The scope for improvements
will be detailed in the sections that follow. However, it is important to note that the key features
of the vehicles involved in a crash test have been successfully modelled and parametrized. This
was the primary objective of the project.

58
4 Further work
Although the primary aims and objectives were accomplished, it was decided to take the work
forwards and further prepare the model. This would require a few additions to the objectives of
the project which have been stated in the next section.

4.1 Additional objectives

Additional project objectives are listed below,

Ensure automatic splitting of model components

Develop a script to automatically load a desired configuration and save as an .igs file
Import IGS model into Hypermesh for mesh generation
Transfer data to LS-Dyna
Perform pedestrian safety markup using in built markup tool.

4.2 Splitting of components

4.2.1 Initial splitting Strategy
Initially, the model was designed as a single part file. This meant that when the Cat part was saved
as an .igs file and opened in Hypermesh to perform the mesh operation the application would
read the geometry as a single component. This has been illustrated in Figure 56 below.

Figure 56: Model imported into Hypermesh

59
As can be seen in to top left corner of the Figure boxed in red, Hypermesh reads the geometry as
a single component. This means that the geometry will have to be manually split into separate
components such as bumper, bonnet, etc. using the trim feature within Hypermesh and then
assigning them as separate components.

This is of course possible to do, but is a time consuming process as was found out while
performing this exercise. The result of the operation has been illustrated below in Figure 57.

Figure 57: Model after manual splitting of components

As mentioned earlier, this is possible to do but would be required to be done every time a new
vehicle model is generated from the parametric car database developed earlier. Hence there is a
need to find a way to automate this process.

4.2.2 Automated splitting of model

The automatic splitting of the model was achieved within CATIA itself. The methodology to
achieve this has been detailed in this section.

It was noted that the .igs file exported from a CATpart would only have a single component when
imported into Hypermesh. But when a CATProduct file was saved and imported as an .igs file into
Hypermesh it would have as many components as the number of parts in the assembly.

60
However, this approach had a few challenges of its own owing to the construction logic of the
designed vehicle front model. For example, the guide curve of the bumper is also the lower guide
curve of the bonnet as shown in Figure 58. Similarly the upper guide curve of the bonnet is also
the lower guide curve of the windshield and so on. This poses a problem in parametrizing the
model as any change in geometry of the bumper when selecting different configurations from
the design table will have to be replicated in the bonnet part as well in order for the geometry to
be continuous. Similar condition exists for the windshield and roof as well. If each part was
designed as a separate part file the link between the geometries would not be maintained as
required.

Bonnet Profile

Common Guide curve

Bumper Profile

Figure 58: Common guide curves for component profiles

4.2.2.1 Methodology
The approach to solve this issue was to first hide all other components except for the bumper
and then saving the file as a separate part file. Next, the same operation is done for the bonnet
where the bumper, windshield, roof and the sides were kept hidden and again saved as a
separate part file. The process is repeated for the wind shield, roof, sides and the ground as well.

61
This results in a total of 6 part files which contains all the construction and modeling data
individually but only a specific component is visible in each of the part file. These part files are
then assembled into a separate assembly file using the assembly workbench available in CATIA.
Once the parts have been assembled in to a CATProduct file, the assembly is then exported as an
.igs file into Hypermesh. This .igs file generated from the assembly will have automatically have
6 separate components which make up the geometry as shown in Figure 59.

Figure 59: .igs file exported from assembly file and imported into Hypermesh

This approach sidesteps the need to manually split model in Hypermesh and saves a lot of time
in the preprocessing stage of the model.

4.3 Scripting
This section will present 2 scripts developed to automate the process of loading the desired
configuration from the design table and then saving the loaded configuration as an .igs file into a
specified directory.

Since the final model is an assembly of 6 individual parts, in order to load a specific configuration
from the design table it is required to update each part with the specific configuration

62
individually. This could potentially be a tedious task and automating this process could save a
significant amount of time in the overall scope of the project.

The script was developed by recording a macros in CATScript language and then editing the script
to the needs of the project. In this case, the macros was recorded with each part set to a specific
configuration manually. Then the macros was opened and edited within CATIA and a variable X
was defined in the script. A configuration number ranging between 1 and the total number of
models in the design table (in this case between 1 &20) was assigned to the user defined variable
X at the beginning of the script. Now if the value of X was set to 2 and the script was run, the
model would automatically update to the second configuration in the design table.

A second script was also developed with the feature to save the loaded configuration as an .igs
file into a specified folder. The file name would be prefixed with the string Configuration
followed by the configuration number specified by the user at the beginning of the script.

Both the developed scripts have been added in Appendix C of this report.

4.4 Mesh generation

This section will outline the 2 methods by which the model can be meshed. Meshing of the model
is required prior to importing the model into the LS-Dyna preprocessor for pedestrian markup
activity.

4.4.1 Meshing using Hypermesh

One of the methods to mesh the model is to mesh the model within the Hypermesh module. This
would require the desired model configuration to be exported from CATIA as an .igs file and
imported into Hypermesh using the Import geometry command.

After the geometry has been imported, a 2-D surface mesh can be generated by going into the
2D> Automesh tab. Once in the Automesh tool, the mesh properties such as element size, type
of mesh etc. can be specified. Once the setting have been made, simply hit the mesh button and
the model will be meshed as per the set parameters.

Figure 60 shows the meshed model using the method mentioned above. The mesh size was set
at 6mm and the mesh type was set to mixed. It needs to be noted that the mesh parameters

63
were set with no specific intent in mind and is for representational purpose only as per the scope
of this project.

Figure 60: Meshed model

4.4.2 Meshing using BatchMesher

The second method of meshing the model is to mesh it using the BatchMesher application within
Hypermesh. The BatchMesher application has the advantage of being able to mesh multiple
models with minimal user interaction. This is of particular use if all the models within the design
table need to be meshed in one go.

The procedure for this is listed below,

Open the BatchMesher application from within Hypermesh

Specify the directory which contains all the .igs versions of the models to be meshed in
the Input model directory tab.
Click on the select file icon on the top right of the window.
Once clicked, the BatchMesher will go through the specified input directory and list all
the .igs files present within.
Ensure that the Type of geometry is set to IGES.
Select the models to be meshed and click Select.
Now all the selected files will appear in the main window of the BatchMesher

64
 Set the desired mesh type for each model by clicking on the blank column under the
Mesh type tab.
Similarly, set the Pre-geom load, Pre-Mesh and Post-Mesh parameters.
These parameters and criteria can be created or edited within the BatchMesher by
accessing the respective tabs.
Once all the desired parameters are set, specify the output directory where the
BatchMesher will save the meshed model and hit Submit.
The application will begin meshing the models and will prompt once complete.

The meshed models can be found in specific folder in the specified output directory.

4.5 Pedestrian Markup

This section throws some light on to the pedestrian impact markup methodology for vehicles. A
brief look into the development of the EURONCAP legislation and its implementation is necessary
to garner a basic understanding of the process.

Comprehensive consumer information on crash performance of cars were made available in the
late 1990s. The purpose of this was to prove an objective assessment of the protection provided
by the cars both for the occupants and for the pedestrians in pedestrian impact situations. The
assessment protocol uses occupant trajectory, vehicle deformation and inspection data, in
addition to the dummy instrumentation data, to provide an evaluation of the protection provided
by the car.(43 Hobbs, C Adrian 1998)

The test procedures have been divided into frontal impact and side impact with reference to the
occupants inside the vehicle and a third division is the protection offered to pedestrians by the
car front in vehicle pedestrian impact situations. In this report, the pedestrian safety assessment
protocol of EURONCAP and the markup procedure will be looked into as per the scope of this
project.

EURONCAP have identified parameters which are used to assess the protection offered to
pedestrians. They have been listed below.

65
 Adult and Child head form

Head Injury Criteria (HIC)

Upper Leg Form

Bending Moment

Sum of Forces

Lower Leg Form

Tibia Acceleration

Knee shear displacements

Knee Bending Angle (43 Hobbs, C Adrian 1998)

4.5.1 Markup methodology

This section will look into the markup activity as per EURONCAP protocol for pedestrian safety
assessment. In this project, the markup activity is performed using the safety tool found in the
LS-Dyna preprocessor PRIMER. However, a brief outline of the marking process has been
furnished in this section.

The vehicle is marked with grids which divide the car into zones of varying stiffness. All the
markings are made with the vehicle kept in the normal ride setting in cases where the car has
more than one type of ride setting.

There are 12 elements in the activity which have been listed in the pages that follow, readers are
encouraged to refer (44 EuroNCAP 2015) to attain a thorough understanding of the markup logic
and procedure as they have only been listed in the following pages.

The process can be said to have 12 components which are,

Determination of Bonnet Side Reference Line

Determination of Bonnet Leading Edge Reference Line
Determination of Bonnet Rear Reference Line
Marking Wrap Around Distances

66
 Determination of Corner Reference Point
Determination of Bumper Reference Lines
Determination of Bumper Corners, Bumper Test Zone and Internal Bumper Reference
Line
Marking Head form Impact Area Grid Points
Identification of the Headform Grid Points
Marking Upper Legform to Wrap around Distance of 775mm Grid Points
Marking Legform Grid Points
Labelling the Upper Legform and Legform Grid Points. (44 EuroNCAP 2015)

4.5.2 Pedestrian markup using safety tool (PRIMER)

The LS-Dyna pre-processor, PRMER has an in built tool under the safety tab which performs the
pedestrian safety markup as per the EURONCAP protocol outlined previously.

The procedure to perform this activity in PRIMER and the results attained has been listed and
illustrated below,

Frist, load the key file generated from Hypermesh after

the meshing operation has been performed.
Open the pedestrian markup tool located under
SAFETY> PEDESTRIAN. Figure 61 shows this.
The window titled Pedestrian impact reference line
markup program should open up.
Now, pick the parts after clicking the pick part button.
Figure 62 illustrates this.
This will define the bonnet leading edge line, side
reference line and the bonnet wrap around distance.
Next, click on the red button titled, bumper parts and
pick the bumper from the model interface. Similarly pick Figure 61: Location of markup tool

the bumper as the bumper beam part as well.

67
 Figure 62: Selection of parts for markup operation (White in selection)

Next it is required to define the bonnet rear reference line. For the application to compute
this it requires the bonnet and the windshield outlines. Select them one by one when
prompted.
After this operation has been completed as well, all the red tabs will have turned green
and the Apply button will have become available (Figure 63). Click on apply and the
application will perform the markup activity based ion the inputs.

Figure 63: After selection of parts

68
The result of the activity has been shown in Figures 64 and 65.

Figure 64: Results of pedestrian markup

Figure 65: results of markup -2

69
4.5.3 Comments
It can be seen that the bumper, bonnet and windshield edges have been traced and captured
accurately by the software. It can also be seen from figures 64 and 65 that there are some lines
that deviate significantly from the expected paths and zones. The possible sources for this error
are discussed in the following sections.

5 Results
Being a design based project, the result is a parametric car model and a database with 20 cars
forming the database. Furthermore, 2 scripts have been developed which automate the
configuration update and saving of the model as .igs file. Also, the model was imported into
PRIMER and the pedestrian markup activity was performed using the safety tool within PRIMER
as discussed in the previous section.

The models of the vehicles have been attached in the appendix of this report along with the
scripts and the database. They are also submitted in a DVD as a physical submission.

6 Discussion
This section will discuss the project on the whole as well as mention the assumptions and
limitations of the model.

It was first intended to carry forward the previous work of a student, where the vehicle front
model was already developed and parametrized. It was first proposed that the pedestrian
markup be done to a high degree of accuracy and to determine a set of parameters which could
be used to rate the safety of the car model. However, the model developed previously was not
of sufficient detail and complexity and the parametrization was not yet achieved. Hence it was
decided that the project would instead focus on generating the vehicle front model and
parametrizing it from scratch.

6.1 Assumptions
The assumptions made during the execution of this project have been listed below,

70
 One of the key assumptions made in discussion with the supervisors were that the
aerodynamic features need not be modeled or preserved in the parametrization activity.
This allowed effort to be wholly directed at developing the front structure with the
dimensional and geometric integrity of the model focused on rather than the
aerodynamic detailing of the vehicle.
The support structures of the bumper and bonnet need not be modelled
The side mirrors need not be modelled at this stage.
Since the model was being prepared for head on impact simulation, the sides were not
developed with sufficient detail.

6.2 Limitations
There are a few limitations to the developed model which have been stated below,

The A and B pillars of the vehicle have not been modelled due to constraints of time.
The parametric model cannot be used to represent vehicle with unique geometries like a
sport vehicle such as the Enzo or similar type of vehicles.
The sides of the model have not been properly developed due to the reasons mentioned
previously.
The bumper curvature radius (BUC) is a product of observation and approximation rather
than accurate measurements.
The method of attaining the measurement is limited to the blueprints of the vehicle
available online.
It is possible that the model files from the DVD may not load due to the change in path of
certain dependent files when burning the files onto the DVD.
The Pedestrian markup activity performed does not seem to yield a wholly accurate
result. This could be due to the need of assigning a bumper supper structure which is
missing from the model.

71
7 Conclusions
A parametric model of a vehicle front was developed with 27 key parameters identified which
drive the geometry and the generation of many more models from a single base model. The
parameters identified are common to all vehicles and can be measured fairly easily. Most of the
dimensions are linear with only 2 curvatures and 2 angular parameters featuring in the 27 key
parameters. Other curvatures have been parametrized in relation to one of the key parameters.
Consequently, a database of 20 vehicles have been assembled in the design table. The vehicle
models range from a smart cars, hatchbacks, sedans, SUVs and pickup trucks, excluding sport
vehicles whose geometry and construction was too unique to be parametrized using the same
strategy.

A script was then developed which would load each configuration as per the user input. Another
script was also developed which would load and then save the model as an .igs file into a specified
geometry. This would automate the process of updating the model and saving it with a click of a
button.

The .igs version generated using the script was then imported into Hypermesh and then meshed
and exported as a LS-Dyna key file. The key file was then imported into PRIMER and a pedestrian
safety markup activity was performed as per EURONCAP protocol.

In hindsight, the aim of the project i.e. to develop a parametric model of the vehicle front has
been achieved to an acceptable degree of complexity and accuracy. There are a few limitations
to the developed model but they can be refined given enough time.

8 Scope for future work

Based on the activities performed and the challenges faced during the duration of this project, a
few recommendations for future work to be carried out has been listed below,

Model the sides of the vehicle to attain more accuracy of model

Automate the meshing process using the capabilities of the BatchMesher application by
developing a TCL script. This would allow for mesh generation without having to open the
Hypermesh application but instead can be executed from the command prompt window.

72
 Model the A pillars of the vehicle. Modelling and parametrizing the sides of the vehicle is
possible, however, it could prove to be a very long and tedious process as they feature
more complex components and geometries.
Develop a CATScript to load every configuration in the database and save them
automatically in .igs file format in one go. The current scripts requires the user to specify
the configuration to be loaded.
Model the bumper support structure so that the pedestrian markup activity may be more
accurately performed.

73
 9 Appendix
9.1 Appendix A
Vehicle database
WShield
GC LBH MBH TBH HLA GW HLD BCR WShield_ _1_Y WShield_ WShield_ WSA WSH WS_X WSW RH CL RC RW RL
CAR TYPE (mm) (mm) (mm) (mm) (deg) HLH (mm) BUC (mm) TW (mm) (mm) (mm) BL (mm) BL2 (mm) BH (mm) (mm) 1_X (mm) (mm) 2_X (mm) 2_Y (mm) (deg) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
Audi A3 230 330 460.97 660 65 780 1500 810 360 380 1125 1126 990 4700 1270 570 1407.933 687.8 27.5 1440 2250 540 1587 2700 2000 450 2796
Smart Car 111.94 238.3 365.39 643.4 47.5 654.4 1500 730.78 600 50 266.89 267 946.83 4700 374.92 514.72 556.03 619.57 40 1464.21 1138.53 423.64 1559.5 1533 1500 380 1633
BMW 248.92 340.36 472.44 696 85 914.4 3000 853 423 350 1212.18 1213 1167.39 3200 1297.1 544.86 1416.43 850 31.5 1525.38 2037.91 650 1690.4 2438 2000 595 2550
Mini 190 246.62 348.36 536.81 80 673.87 1200 822.07 577.03 347.8 829.97 830 964.35 6000 1035.49 521.7 1161.96 703.5 45 1335.86 1481.14 521.7 1495 2292 2000 450 2292
BMW 2S 192.35 281.25 410.16 664.07 27.5 690 1500 781 375 380 801.05 901 1001 4700 1079.17 531.25 1160 731.25 28 1409.84 1702 617.58 1553.3 2100 2000 556 2101
Lancia 194.33 272.06 446.96 544.13 70 686.63 1500 832.53 416.27 267.23 864.01 864.1 906.88 4700 960.37 565.3 1133.82 796.56 34 1347.36 1757.57 565.3 1405.7 2277 3000 529.33 2280
Alfa Romeo 201.18 251.47 345.77 534.37 88 679 1500 886.43 339.48 678.97 1219.63 1251.06 974.45 5000 1288.78 521.8 1489.96 685.26 25 1301.77 2050 553.63 1364.2 2503 2000 616 2504
Q7 272.45 345.42 457.32 812.47 75 968.15 1500 963.29 520.56 666.52 1089.78 1201.68 1226 6000 1264.92 574.08 1415.74 734.63 30 1634.67 2155.23 642.19 1756 2870 2000 600 2871
Lexus 181.7 236.21 460.31 605.68 70 799.49 1800 928.52 508.2 514.83 1005 1168.96 1005.42 4700 1175 600 1368 793.44 27.54 1363 2005 581.5 1453 2580 3000 550 2583
Merc new 182 279.94 401.62 648.54 45 751.18 2000 909.25 606.55 541.23 1259.75 1371.35 1003.13 6000 1451.04 578.85 1553.94 769.85 31.5 1404.39 2253.85 671.87 1474.8 2813 3000 566 2820
Pick up Truck 467.17 543.21 644.27 827.45 85 1054.84 1800 846.04 536.89 378.98 1016.94 1099.06 1256.97 6000 1080.11 562.165 1288.55 739.02 36.5 1671.52 1741.79 607.37 1761.9 2600 3000 592.31 2605
Golf 170.77 233.99 414.73 507.43 70 660 1500 819.69 435 420.73 873.36 961.19 922.16 4700 1034.81 480 1102.68 658.86 25 1278.33 1756.49 502.55 1384.2 2340 2000 522 2345
Ibiza 214.8 277.67 440.08 607.72 65 743.94 3000 822.52 345.77 509.7 922.07 1016.37 984.93 5000 1023.12 539.62 1127.9 670.59 30 1367.38 1824.68 550.1 1440.7 2567 2000 544.83 2600.8
Cupra 130.09 201.43 356.7 570.72 50 675.63 2500 860.95 453.18 488.04 888.92 976.06 923.78 5000 964.45 518.9 1051.6 668.15 35.5 1301.43 1783.66 563.57 1388.6 2533 1500 528.71 2535
Octavia 149.43 224.9 374.83 518.51 85 718.42 3000 880.85 449.8 306.11 1043.28 1143.23 962.06 6000 1099.5 543.5 1274.42 737.17 34.5 1368.13 1899.14 524.74 1436.9 2674 4000 506.02 2675
Citroen C3 200.23 290.69 458.64 620.14 72.5 768.71 3000 826.85 445.73 484.48 801.01 802 1014.18 4500 910.83 542.62 1085.24 678.27 42 1414.69 1718.29 562 1505.1 2313 1200 452.18 2315
BMW 5s 211.11 298.64 417.07 751.75 87.5 844.43 2500 978.31 514.9 514.9 1343.89 1441.72 1070.99 6000 1452.01 597.28 1549.85 772.35 33.5 1415.97 2198.62 602.43 1560.1 2837 1500 600.23 2840
Ford Focus 218.33 333.55 460.91 630.72 50 764.14 2000 903.63 460.91 473.04 897.56 1006.73 1024.92 6000 982.47 521.56 1115.89 721.69 28 1425.19 1898.23 594.33 1516.2 2644 2000 533.69 2645
Toyota Yaris 171.13 306.6 434.95 606.08 80 805.73 3000 827.12 513.38 449.21 805.73 807 1069.5 6000 762.95 520.52 848.51 684.51 32 1447.47 1625.72 520.52 1540.2 2367 2000 480.73 2370
Mazda 2 181.57 233.44 328.55 488.55 77.5 704.64 3000 778.14 419.33 510.11 1054.81 1055 890.53 5500 1063.54 501.46 1240.69 622.51 25 1236.37 1828.62 484.17 1340.1 2576 2500 514.43 2580
9.2 Appendix B
Measuring tool

The measure tool is circled in RED. It is available under the Tools tab in Adobe Acrobat Pro DC.
The change scale ratio option can be accessed by right clicking on the loaded document. It is also recommended to switch on the
Orth feature which lock the measurements to the vertical and horizontal axes.

76
9.3 Appendix C
Scripts

9.3.1 Load config

Language="VBSCRIPT"

Sub CATMain()

Dim X As Integer

X=1 User input configuration number.

Dim productDocument1 As Document

Set productDocument1 = CATIA.ActiveDocument

Dim product1 As Product

Set product1 = productDocument1.Product

Dim products1 As Products

Set products1 = product1.Products

Dim product2 As Product

Set product2 = products1.Item("Wind shield")

Dim publications1 As Publications

Set publications1 = product2.Publications

Dim long1 As Long

long1 = publications1.Count

Dim publications2 As Publications

Set publications2 = product1.Publications

Dim long2 As Long

long2 = publications2.Count
Dim product3 As Product

Set product3 = products1.Item("Bonnet")

Dim product4 As Product

Set product4 = product3.ReferenceProduct

Dim documents1 As Documents

Set documents1 = CATIA.Documents

Dim partDocument1 As Document

Set partDocument1 = documents1.Item("bumper.CATPart")

Dim part1 As Part

Set part1 = partDocument1.Part

Dim relations1 As Relations

Set relations1 = part1.Relations

Dim designTable1 As Relation

Set designTable1 = relations1.Item("DesignTable.1")

designTable1.Configuration = X

part1.Update

Dim hybridBodies1 As HybridBodies

Set hybridBodies1 = part1.HybridBodies

Dim hybridBody1 As HybridBody

Set hybridBody1 = hybridBodies1.Item("Geometrical Set.1")

Dim hybridBodies2 As HybridBodies

Set hybridBodies2 = hybridBody1.HybridBodies

Dim hybridBody2 As HybridBody

78
Set hybridBody2 = hybridBodies2.Item("1")

Dim sketches1 As Sketches

Set sketches1 = hybridBody2.HybridSketches

Dim sketch1 As Sketch

Set sketch1 = sketches1.Item("Bumper Profile")

Dim constraints1 As Constraints

Set constraints1 = sketch1.Constraints

Dim constraint1 As Constraint

Set constraint1 = constraints1.Item("HLA")

constraint1.AngleSector = catCstAngleSector3

Dim hybridBody3 As HybridBody

Set hybridBody3 = hybridBodies2.Item("4")

Dim sketches2 As Sketches

Set sketches2 = hybridBody3.HybridSketches

Dim sketch2 As Sketch

Set sketch2 = sketches2.Item("Windshield Profile")

Dim constraints2 As Constraints

Set constraints2 = sketch2.Constraints

Dim constraint2 As Constraint

Set constraint2 = constraints2.Item("WSA")

constraint2.AngleSector = catCstAngleSector3

Set publications1 = product2.Publications

Dim long3 As Long

79
long3 = publications1.Count

Set publications2 = product1.Publications

Dim long4 As Long

long4 = publications2.Count

Dim product5 As Product

Set product5 = products1.Item("Bumper")

Dim product6 As Product

Set product6 = product5.ReferenceProduct

Set publications1 = product2.Publications

Dim long5 As Long

long5 = publications1.Count

Set publications2 = product1.Publications

Dim long6 As Long

long6 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications1 = product2.Publications

Dim long7 As Long

long7 = publications1.Count

Set publications2 = product1.Publications

Dim long8 As Long

long8 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications1 = product2.Publications

80
Dim long9 As Long

long9 = publications1.Count

Set publications2 = product1.Publications

Dim long10 As Long

long10 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications1 = product2.Publications

Dim long11 As Long

long11 = publications1.Count

Set publications2 = product1.Publications

Dim long12 As Long

long12 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications1 = product2.Publications

Dim long13 As Long

long13 = publications1.Count

Set publications2 = product1.Publications

Dim long14 As Long

long14 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications1 = product2.Publications

Dim long15 As Long

81
long15 = publications1.Count

Set publications2 = product1.Publications

Dim long16 As Long

long16 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications1 = product2.Publications

Dim long17 As Long

long17 = publications1.Count

Set publications2 = product1.Publications

Dim long18 As Long

long18 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications1 = product2.Publications

Dim long19 As Long

long19 = publications1.Count

Set publications2 = product1.Publications

Dim long20 As Long

long20 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications1 = product2.Publications

Dim long21 As Long

long21 = publications1.Count

Set publications2 = product1.Publications

82
Dim long22 As Long

long22 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications1 = product2.Publications

Dim long23 As Long

long23 = publications1.Count

Set publications2 = product1.Publications

Dim long24 As Long

long24 = publications2.Count

Set product6 = product5.ReferenceProduct

Dim product7 As Product

Set product7 = products1.Item("Sides")

Dim publications3 As Publications

Set publications3 = product7.Publications

Dim long25 As Long

long25 = publications3.Count

Set publications2 = product1.Publications

Dim long26 As Long

long26 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long27 As Long

long27 = publications3.Count

83
Set publications2 = product1.Publications

Dim long28 As Long

long28 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long29 As Long

long29 = publications3.Count

Set publications2 = product1.Publications

Dim long30 As Long

long30 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long31 As Long

long31 = publications3.Count

Set publications2 = product1.Publications

Dim long32 As Long

long32 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long33 As Long

long33 = publications3.Count

Set publications2 = product1.Publications

Dim long34 As Long

84
long34 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long35 As Long

long35 = publications3.Count

Set publications2 = product1.Publications

Dim long36 As Long

long36 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long37 As Long

long37 = publications3.Count

Set publications2 = product1.Publications

Dim long38 As Long

long38 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long39 As Long

long39 = publications3.Count

Set publications2 = product1.Publications

Dim long40 As Long

long40 = publications2.Count

85
Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long41 As Long

long41 = publications3.Count

Set publications2 = product1.Publications

Dim long42 As Long

long42 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long43 As Long

long43 = publications3.Count

Set publications2 = product1.Publications

Dim long44 As Long

long44 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long45 As Long

long45 = publications3.Count

Set publications2 = product1.Publications

Dim long46 As Long

long46 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

86
Dim long47 As Long

long47 = publications3.Count

Set publications2 = product1.Publications

Dim long48 As Long

long48 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long49 As Long

long49 = publications3.Count

Set publications2 = product1.Publications

Dim long50 As Long

long50 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long51 As Long

long51 = publications3.Count

Set publications2 = product1.Publications

Dim long52 As Long

long52 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long53 As Long

long53 = publications3.Count

87
Set publications2 = product1.Publications

Dim long54 As Long

long54 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long55 As Long

long55 = publications3.Count

Set publications2 = product1.Publications

Dim long56 As Long

long56 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long57 As Long

long57 = publications3.Count

Set publications2 = product1.Publications

Dim long58 As Long

long58 = publications2.Count

Set product6 = product5.ReferenceProduct

Set publications3 = product7.Publications

Dim long59 As Long

long59 = publications3.Count

Set publications2 = product1.Publications

Dim long60 As Long

88
long60 = publications2.Count

Set product6 = product5.ReferenceProduct

Dim partDocument2 As Document

Set partDocument2 = documents1.Item("bonnet.CATPart")

Dim part2 As Part

Set part2 = partDocument2.Part

Dim relations2 As Relations

Set relations2 = part2.Relations

Dim designTable2 As Relation

Set designTable2 = relations2.Item("DesignTable.1")

designTable2.Configuration = X

part2.Update

Dim hybridBodies3 As HybridBodies

Set hybridBodies3 = part2.HybridBodies

Dim hybridBody4 As HybridBody

Set hybridBody4 = hybridBodies3.Item("Geometrical Set.1")

Dim hybridBodies4 As HybridBodies

Set hybridBodies4 = hybridBody4.HybridBodies

Dim hybridBody5 As HybridBody

Set hybridBody5 = hybridBodies4.Item("1")

Dim sketches3 As Sketches

Set sketches3 = hybridBody5.HybridSketches

89
Dim sketch3 As Sketch

Set sketch3 = sketches3.Item("Bumper Profile")

Dim constraints3 As Constraints

Set constraints3 = sketch3.Constraints

Dim constraint3 As Constraint

Set constraint3 = constraints3.Item("HLA")

constraint3.AngleSector = catCstAngleSector3

Dim hybridBody6 As HybridBody

Set hybridBody6 = hybridBodies4.Item("4")

Dim sketches4 As Sketches

Set sketches4 = hybridBody6.HybridSketches

Dim sketch4 As Sketch

Set sketch4 = sketches4.Item("Windshield Profile")

Dim constraints4 As Constraints

Set constraints4 = sketch4.Constraints

Dim constraint4 As Constraint

Set constraint4 = constraints4.Item("WSA")

constraint4.AngleSector = catCstAngleSector3

Set publications3 = product7.Publications

Dim long61 As Long

long61 = publications3.Count

Set publications2 = product1.Publications

Dim long62 As Long

90
long62 = publications2.Count

Dim product8 As Product

Set product8 = product2.ReferenceProduct

Set publications3 = product7.Publications

Dim long63 As Long

long63 = publications3.Count

Set publications2 = product1.Publications

Dim long64 As Long

long64 = publications2.Count

Set product8 = product2.ReferenceProduct

Set publications3 = product7.Publications

Dim long65 As Long

long65 = publications3.Count

Set publications2 = product1.Publications

Dim long66 As Long

long66 = publications2.Count

Set product8 = product2.ReferenceProduct

Set publications3 = product7.Publications

Dim long67 As Long

long67 = publications3.Count

Set publications2 = product1.Publications

Dim long68 As Long

long68 = publications2.Count

91
Set product8 = product2.ReferenceProduct

Dim partDocument3 As Document

Set partDocument3 = documents1.Item("Windscreen.CATPart")

Dim part3 As Part

Set part3 = partDocument3.Part

Dim relations3 As Relations

Set relations3 = part3.Relations

Dim designTable3 As Relation

Set designTable3 = relations3.Item("DesignTable.1")

designTable3.Configuration = X

part3.Update

Dim hybridBodies5 As HybridBodies

Set hybridBodies5 = part3.HybridBodies

Dim hybridBody7 As HybridBody

Set hybridBody7 = hybridBodies5.Item("Geometrical Set.1")

Dim hybridBodies6 As HybridBodies

Set hybridBodies6 = hybridBody7.HybridBodies

Dim hybridBody8 As HybridBody

Set hybridBody8 = hybridBodies6.Item("1")

Dim sketches5 As Sketches

Set sketches5 = hybridBody8.HybridSketches

Dim sketch5 As Sketch

Set sketch5 = sketches5.Item("Bumper Profile")

92
Dim constraints5 As Constraints

Set constraints5 = sketch5.Constraints

Dim constraint5 As Constraint

Set constraint5 = constraints5.Item("HLA")

constraint5.AngleSector = catCstAngleSector3

Dim hybridBody9 As HybridBody

Set hybridBody9 = hybridBodies6.Item("4")

Dim sketches6 As Sketches

Set sketches6 = hybridBody9.HybridSketches

Dim sketch6 As Sketch

Set sketch6 = sketches6.Item("Windshield Profile")

Dim constraints6 As Constraints

Set constraints6 = sketch6.Constraints

Dim constraint6 As Constraint

Set constraint6 = constraints6.Item("WSA")

constraint6.AngleSector = catCstAngleSector3

Set publications1 = product2.Publications

Dim long69 As Long

long69 = publications1.Count

Set publications2 = product1.Publications

Dim long70 As Long

long70 = publications2.Count

Dim product9 As Product

93
Set product9 = products1.Item("Roof")

Dim product10 As Product

Set product10 = product9.ReferenceProduct

Set publications1 = product2.Publications

Dim long71 As Long

long71 = publications1.Count

Set publications2 = product1.Publications

Dim long72 As Long

long72 = publications2.Count

Set product10 = product9.ReferenceProduct

Set publications3 = product7.Publications

Dim long73 As Long

long73 = publications3.Count

Set publications2 = product1.Publications

Dim long74 As Long

long74 = publications2.Count

Set product10 = product9.ReferenceProduct

Set publications3 = product7.Publications

Dim long75 As Long

long75 = publications3.Count

Set publications2 = product1.Publications

Dim long76 As Long

long76 = publications2.Count

94
Set product10 = product9.ReferenceProduct

Set publications3 = product7.Publications

Dim long77 As Long

long77 = publications3.Count

Set publications2 = product1.Publications

Dim long78 As Long

long78 = publications2.Count

Set product10 = product9.ReferenceProduct

Set publications3 = product7.Publications

Dim long79 As Long

long79 = publications3.Count

Set publications2 = product1.Publications

Dim long80 As Long

long80 = publications2.Count

Set product10 = product9.ReferenceProduct

Set publications3 = product7.Publications

Dim long81 As Long

long81 = publications3.Count

Set publications2 = product1.Publications

Dim long82 As Long

long82 = publications2.Count

Set product10 = product9.ReferenceProduct

95
Dim partDocument4 As Document

Set partDocument4 = documents1.Item("roof.CATPart")

Dim part4 As Part

Set part4 = partDocument4.Part

Dim relations4 As Relations

Set relations4 = part4.Relations

Dim designTable4 As Relation

Set designTable4 = relations4.Item("DesignTable.1")

designTable4.Configuration = X

part4.Update

Dim hybridBodies7 As HybridBodies

Set hybridBodies7 = part4.HybridBodies

Dim hybridBody10 As HybridBody

Set hybridBody10 = hybridBodies7.Item("Geometrical Set.1")

Dim hybridBodies8 As HybridBodies

Set hybridBodies8 = hybridBody10.HybridBodies

Dim hybridBody11 As HybridBody

Set hybridBody11 = hybridBodies8.Item("1")

Dim sketches7 As Sketches

Set sketches7 = hybridBody11.HybridSketches

Dim sketch7 As Sketch

Set sketch7 = sketches7.Item("Bumper Profile")

96
Dim constraints7 As Constraints

Set constraints7 = sketch7.Constraints

Dim constraint7 As Constraint

Set constraint7 = constraints7.Item("HLA")

constraint7.AngleSector = catCstAngleSector3

Dim hybridBody12 As HybridBody

Set hybridBody12 = hybridBodies8.Item("4")

Dim sketches8 As Sketches

Set sketches8 = hybridBody12.HybridSketches

Dim sketch8 As Sketch

Set sketch8 = sketches8.Item("Windshield Profile")

Dim constraints8 As Constraints

Set constraints8 = sketch8.Constraints

Dim constraint8 As Constraint

Set constraint8 = constraints8.Item("WSA")

constraint8.AngleSector = catCstAngleSector3

Dim publications4 As Publications

Set publications4 = product3.Publications

Dim long83 As Long

long83 = publications4.Count

Set publications2 = product1.Publications

Dim long84 As Long

long84 = publications2.Count

97
Dim product11 As Product

Set product11 = product7.ReferenceProduct

Set publications4 = product3.Publications

Dim long85 As Long

long85 = publications4.Count

Set publications2 = product1.Publications

Dim long86 As Long

long86 = publications2.Count

Set product11 = product7.ReferenceProduct

Set publications4 = product3.Publications

Dim long87 As Long

long87 = publications4.Count

Set publications2 = product1.Publications

Dim long88 As Long

long88 = publications2.Count

Set product11 = product7.ReferenceProduct

Set publications4 = product3.Publications

Dim long89 As Long

long89 = publications4.Count

Set publications2 = product1.Publications

Dim long90 As Long

long90 = publications2.Count

Set product11 = product7.ReferenceProduct

98
Set publications4 = product3.Publications

Dim long91 As Long

long91 = publications4.Count

Set publications2 = product1.Publications

Dim long92 As Long

long92 = publications2.Count

Set product11 = product7.ReferenceProduct

Set publications4 = product3.Publications

Dim long93 As Long

long93 = publications4.Count

Set publications2 = product1.Publications

Dim long94 As Long

long94 = publications2.Count

Set product11 = product7.ReferenceProduct

Set publications4 = product3.Publications

Dim long95 As Long

long95 = publications4.Count

Set publications2 = product1.Publications

Dim long96 As Long

long96 = publications2.Count

Set product11 = product7.ReferenceProduct

Set publications4 = product3.Publications

Dim long97 As Long

99
long97 = publications4.Count

Set publications2 = product1.Publications

Dim long98 As Long

long98 = publications2.Count

Set product11 = product7.ReferenceProduct

Set publications4 = product3.Publications

Dim long99 As Long

long99 = publications4.Count

Set publications2 = product1.Publications

Dim long100 As Long

long100 = publications2.Count

Set product11 = product7.ReferenceProduct

Dim partDocument5 As Document

Set partDocument5 = documents1.Item("side.CATPart")

Dim part5 As Part

Set part5 = partDocument5.Part

Dim relations5 As Relations

Set relations5 = part5.Relations

Dim designTable5 As Relation

Set designTable5 = relations5.Item("DesignTable.1")

designTable5.Configuration = X

part5.Update

Dim hybridBodies9 As HybridBodies

100
Set hybridBodies9 = part5.HybridBodies

Dim hybridBody13 As HybridBody

Set hybridBody13 = hybridBodies9.Item("Geometrical Set.1")

Dim hybridBodies10 As HybridBodies

Set hybridBodies10 = hybridBody13.HybridBodies

Dim hybridBody14 As HybridBody

Set hybridBody14 = hybridBodies10.Item("1")

Dim sketches9 As Sketches

Set sketches9 = hybridBody14.HybridSketches

Dim sketch9 As Sketch

Set sketch9 = sketches9.Item("Bumper Profile")

Dim constraints9 As Constraints

Set constraints9 = sketch9.Constraints

Dim constraint9 As Constraint

Set constraint9 = constraints9.Item("HLA")

constraint9.AngleSector = catCstAngleSector3

Dim hybridBody15 As HybridBody

Set hybridBody15 = hybridBodies10.Item("4")

Dim sketches10 As Sketches

Set sketches10 = hybridBody15.HybridSketches

Dim sketch10 As Sketch

Set sketch10 = sketches10.Item("Windshield Profile")

Dim constraints10 As Constraints

101
Set constraints10 = sketch10.Constraints

Dim constraint10 As Constraint

Set constraint10 = constraints10.Item("WSA")

constraint10.AngleSector = catCstAngleSector3

Set publications1 = product2.Publications

Dim long101 As Long

long101 = publications1.Count

Set publications2 = product1.Publications

Dim long102 As Long

long102 = publications2.Count

Dim product12 As Product

Set product12 = products1.Item("Ground")

Dim product13 As Product

Set product13 = product12.ReferenceProduct

Set publications1 = product2.Publications

Dim long103 As Long

long103 = publications1.Count

Set publications2 = product1.Publications

Dim long104 As Long

long104 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications1 = product2.Publications

Dim long105 As Long

102
long105 = publications1.Count

Set publications2 = product1.Publications

Dim long106 As Long

long106 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications1 = product2.Publications

Dim long107 As Long

long107 = publications1.Count

Set publications2 = product1.Publications

Dim long108 As Long

long108 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long109 As Long

long109 = publications3.Count

Set publications2 = product1.Publications

Dim long110 As Long

long110 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long111 As Long

long111 = publications3.Count

103
Set publications2 = product1.Publications

Dim long112 As Long

long112 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long113 As Long

long113 = publications3.Count

Set publications2 = product1.Publications

Dim long114 As Long

long114 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long115 As Long

long115 = publications3.Count

Set publications2 = product1.Publications

Dim long116 As Long

long116 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long117 As Long

long117 = publications3.Count

Set publications2 = product1.Publications

Dim long118 As Long

104
long118 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long119 As Long

long119 = publications3.Count

Set publications2 = product1.Publications

Dim long120 As Long

long120 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long121 As Long

long121 = publications3.Count

Set publications2 = product1.Publications

Dim long122 As Long

long122 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long123 As Long

long123 = publications3.Count

Set publications2 = product1.Publications

Dim long124 As Long

long124 = publications2.Count

Set product13 = product12.ReferenceProduct

105
Set publications3 = product7.Publications

Dim long125 As Long

long125 = publications3.Count

Set publications2 = product1.Publications

Dim long126 As Long

long126 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long127 As Long

long127 = publications3.Count

Set publications2 = product1.Publications

Dim long128 As Long

long128 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long129 As Long

long129 = publications3.Count

Set publications2 = product1.Publications

Dim long130 As Long

long130 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long131 As Long

106
long131 = publications3.Count

Set publications2 = product1.Publications

Dim long132 As Long

long132 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long133 As Long

long133 = publications3.Count

Set publications2 = product1.Publications

Dim long134 As Long

long134 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long135 As Long

long135 = publications3.Count

Set publications2 = product1.Publications

Dim long136 As Long

long136 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long137 As Long

long137 = publications3.Count

Set publications2 = product1.Publications

107
Dim long138 As Long

long138 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long139 As Long

long139 = publications3.Count

Set publications2 = product1.Publications

Dim long140 As Long

long140 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long141 As Long

long141 = publications3.Count

Set publications2 = product1.Publications

Dim long142 As Long

long142 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long143 As Long

long143 = publications3.Count

Set publications2 = product1.Publications

Dim long144 As Long

long144 = publications2.Count

108
Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long145 As Long

long145 = publications3.Count

Set publications2 = product1.Publications

Dim long146 As Long

long146 = publications2.Count

Set product13 = product12.ReferenceProduct

Set publications3 = product7.Publications

Dim long147 As Long

long147 = publications3.Count

Set publications2 = product1.Publications

Dim long148 As Long

long148 = publications2.Count

Set product13 = product12.ReferenceProduct

Dim partDocument6 As Document

Set partDocument6 = documents1.Item("floor.CATPart")

Dim part6 As Part

Set part6 = partDocument6.Part

Dim relations6 As Relations

Set relations6 = part6.Relations

Dim designTable6 As Relation

Set designTable6 = relations6.Item("DesignTable.1")

109
designTable6.Configuration = X

part6.Update

Dim hybridBodies11 As HybridBodies

Set hybridBodies11 = part6.HybridBodies

Dim hybridBody16 As HybridBody

Set hybridBody16 = hybridBodies11.Item("Geometrical Set.1")

Dim hybridBodies12 As HybridBodies

Set hybridBodies12 = hybridBody16.HybridBodies

Dim hybridBody17 As HybridBody

Set hybridBody17 = hybridBodies12.Item("1")

Dim sketches11 As Sketches

Set sketches11 = hybridBody17.HybridSketches

Dim sketch11 As Sketch

Set sketch11 = sketches11.Item("Bumper Profile")

Dim constraints11 As Constraints

Set constraints11 = sketch11.Constraints

Dim constraint11 As Constraint

Set constraint11 = constraints11.Item("HLA")

constraint11.AngleSector = catCstAngleSector3

Dim hybridBody18 As HybridBody

Set hybridBody18 = hybridBodies12.Item("4")

Dim sketches12 As Sketches

Set sketches12 = hybridBody18.HybridSketches

110
Dim sketch12 As Sketch

Set sketch12 = sketches12.Item("Windshield Profile")

Dim constraints12 As Constraints

Set constraints12 = sketch12.Constraints

Dim constraint12 As Constraint

Set constraint12 = constraints12.Item("WSA")

constraint12.AngleSector = catCstAngleSector3

Set product1 = product1.ReferenceProduct

End Sub

9.3.2 Load and save as .igs

The load and save as .igs script is the same as the script mentioned above except with the
save command added at the end. The entire script has not been presented again, only the
syntax for the save command is shown in bold below,

productDocument1.Exportdata"\\Coventry\CSV\Students\Personal\l\machingl\7Sem3\e
xperiment new\Model\Configuration " & X & ".igs", "igs"

It is crucial to note that the load path is the one used on the student computer. It will have to
be modified accordingly prior to executing on another users computer.

111
9.4 Appendix D

Note: The measured blueprints of all the vehicle models generated in the database have been submitted in the DVD as a physical submission
10 References and Bibliography

Altair (2012) Automesh [online] available from

<http://www.altairhyperworks.com/training/self_paced/hm_quickstart_preview/con
tent/automesh.htm> [01.06.2016 2016]

Anderl, R. and Mendgen, R. (1996) 'Modelling with Constraints: Theoretical Foundation and
Application'. Computer-Aided Design 28 (3), 155-168

Aslam, T. D. (2004) 'A Partial Differential Equation Approach to Multidimensional

Extrapolation'. Journal of Computational Physics 193 (1), 349-355

Belahmidi, A. and Guichard, F. (eds.) (2004) Icip. 'A Partial Differential Equation Approach
to Image Zoom.': Citeseer

Benitah, C., Gillay, T., House, C., and Smith, G. (1998) 'Virtual Engineering and Morphing
Technology'

Bentamy, A., Guibault, F., and Trepanier, J. (eds.) (2005) 43rd AIAA Aerospace Sciences
Meeting and Exhibit. 'Aerodynamic Optimization of a Realistic Aircraft Wing': AIAA
Reston, VA

Blanding, R. L., Turkiyyah, G. M., Storti, D. W., and Ganter, M. A. (2000) 'Skeleton-Based
Three-Dimensional Geometric Morphing'. Computational Geometry [online] 15 (1),
129-148. available from
<http://www.sciencedirect.com/science/article/pii/S0925772199000504>

Bloor, M. I. and Wilson, M. J. (1995) 'Efficient Parametrization of Generic Aircraft

Geometry'. Journal of Aircraft 32 (6), 1269-1275

Braibant, V. and Fleury, C. (1984) 'Shape Optimal Design using B-Splines'. Computer
Methods in Applied Mechanics and Engineering 44 (3), 247-267

Du Bois, P., Chou, C. C., Fileta, B. B., Khalil, T. B., King, A. I., Mahmood, H. F., Mertz, H. J.,
Wismans, J., Prasad, P., and Belwafa, J. E. (2004) 'Vehicle Crashworthiness and
Occupant Protection'

EuroNCAP (2015) Pedestrian Testing Protocol [online] available from

<http://www.euroncap.com/en/for-engineers/protocols/pedestrian-protection/>
[August 2016]

Gandhi, T. and Trivedi, M. M. (2007) 'Pedestrian Protection Systems: Issues, Survey, and
Challenges'. IEEE Transactions on Intelligent Transportation Systems 8 (3), 413-430
Hobbs, C. A. and McDonough, P. J. (1998) 'Development of the European New Car
Assessment Programme (Euro NCAP)'. Regulation 44, 3

Kang, J. Y. (ed.) (2013) OCEANS-Bergen, 2013 MTS/IEEE. 'Application of Morphing

Technique and Cartesian Grid to Airfoil Desgin': IEEE

Kawaguchi, Y. (1982) A Morphological Study of the Form of Nature.: ACM

Kent, J. R., Carlson, W. E., and Parent, R. E. (eds.) (1992) ACM SIGGRAPH Computer Graphics.
'Shape Transformation for Polyhedral Objects': ACM

Kini , S., Thoms , R., and Zhu , F. (2008) A Fast and Fully Automated Cartesian Meshing
Solution for Dirty CAD Geometries.: SAE International

Ko , C., Park , J., Park , K., and Park , S. (2007) Morphing Technique Application for the
Automotive Component Analysis.: SAE International

Masters, D. A., Taylor, N. J., Rendall, T., Allen, C. B., and Poole, D. J. (eds.) (2015) 53rd AIAA
Aerospace Sciences Meeting. 'Review of Aerofoil Parameterisation Methods for
Aerodynamic Shape Optimisation'

Millburg , M., Bedford , B., and Olson , D. (1986) Reducing the Timeframe of Analytical
Simulations using Geometric Modeling and Mesh Generation.: SAE International

Morris, A., Allen, C., and Rendall, T. (2009) 'Aerodynamic Shape Optimization of a Modern
Transport Wing using Only Planform Variations'. Proceedings of the Institution of
Mechanical Engineers, Part G: Journal of Aerospace Engineering 223 (6), 843-851

Narayanan , A. and Einstein , A. (2007) Morphing and Parametrization Technologies for CFD
Applications.: SAE International

Nemec, M., Aftosmis, M. J., and Pulliam, T. H. (2003) 'CAD-Based Aerodynamic Design of
Complex Configurations using a Cartesian Method'

Otani, K. (2016) 'Automatic FEM Mesh Generation of 3D Mid-Surface and Solid CAD Model
with Shape Recognition Technique'. Automatic FEM Mesh Generation of 3D Mid-Surface
and Solid CAD Model with Shape Recognition Technique

Rvachov , M., Kolodziejski , J., and Karima , M. (1998) Advances in One Step Solvers for
Formability Analysisat Styling, Product and Process Design Stages of Automotive Panels.:
SAE International

Samareh, J. A. (ed.) (1999) NASA Conference Publication. 'A Survey of Shape

Parameterization Techniques': Citeseer

114
Schifko , M., Steiner , H., and Kornberger , B. (2016) One Click: Multipart CAD to 3D Mesh.:
SAE International

Sederberg, T. W., Gao, P., Wang, G., and Mu, H. (eds.) (1993) Proceedings of the 20th Annual
Conference on Computer Graphics and Interactive Techniques. '2-D Shape Blending: An
Intrinsic Solution to the Vertex Path Problem': ACM

Shimada, K. (2006) 'Current Trends and Issues in Automatic Mesh Generation'. Computer-
Aided Design and Applications 3 (6), 741-750

Singh, R. (2003) 'Automated Aerodynamic Design Optimization Process for Automotive

Vehicle'

Strother , C. E., Kent , R. W., and Warner , C. Y. (1998) Estimating Vehicle Deformation
Energy for Vehicles Struck in the Side.: SAE International

Uikey, D., Evans, D. A., Abad, S., and Padmanaban, R. (2005) 'Design Exploration of Bumper
Systems using Advanced CAE Techniques'. SAE Transactions 114 (6), 1599-1606

United Nations World Health Organisation (2014) 10 Leading Causes of Death in the World
[online] available from <http://www.who.int/mediacentre/factsheets/fs310/en/> []

Yu, Z., Raveendra, S. T., Mo, H., and Mollo, C. (2003) 'Development of General SEA Templates
for Four-Door Passenger Cars'. SAE Transactions 112 (6), 1860-1870

115