BIW DESIGN1.Introduction :- » BIW stands for Body in white. > A Body in white is an assembly of a frame and panels, made up of homogeneous materials (for instance, steel or aluminum sheets or composites). > Body in White or BIW refers to the stage in automobile manufacturing in which the car body sheet metal (including doors, hoods, Trunks, bumpers and deck lids) has been assembled but before the components (engine, chassis, exterior and interior trim i.e. door coverings, roof liners, carpets, seats, electronics, plastic trim parts) have been added. > Body-in-White, as it is know as BIW, is the complete sheet metal Skelton shell structure welded together, under goes ED-coat (Electric Discharge) and primer application before it goes for painting cycle. » The Structure looks white in color and thus the name BIW.2.Automotive Design | Body design Power train Transmission = HVAC Mechanisms BIW Trims Interior — Exterior Suspension/ | |Contol |/Electronic Chassi S| |sBlectrical Fuel Braking Steering Window regulator, door check, inner & outer handle Hinges, gas. strut, Bumper grills.glasses& sealing syatem ete Dashboard ‘IP ¢er Seating Door .A,B.C trims Console Steering ,head liner ete latches, strikers, mirrors, wipers NI systems. Testing /Tool / Die Design/Manf/Development NVH, Crash, Durability, service etc.3.Classification of BIW Structure:- 1. Unibody or Monocoque Body structure 2. Space Frame Structure 3. Frame Mounted Body Structure1. Unibody or Monocoque Body : >In Monocoque Body, Chassis is in built in the BIW itself. >And there is no separate chassis. > Wheels are directly mounted to the BIW with the help of suspension system. >In Monocoque body panels are joined together to forma shell structure. >The strength of Uni-body construction does not lie only in the structural frame but rather in the strength of the whole. >The advantage of Uni-body design is that it is lighter and absorbs the shock of an accident better. + Uni-body vehicles are designed so that the entire vehicle absorbs the force of an accident.Uni-body vehicles have better ride and handling and consumes less fuel. Most of the passenger cars and cross over vehicles are Uni-Body.Monocoque Body structure Stee! unibody (BMW 7-series)2.Space Frame :- > In space frame extrusion or rails are used as structural members . Body panels will be hang on parts. » Space Frame is a vehicle construction technique in which, the body structure is made of tubes or various cross sections to represent the body shell or skeleton and all the outer and inner panels are attached to it. » Mostly, the outer panels are aluminum or composites Sport and passenger vehicles are made using this architecture. > Light weight and better stiffness and strength are its advantages. Eg. Usually Aluminum cars like Audi3.Frame Mounted Body structure In the Frame Mounted system body is mounted on the separate Chassis/Frame. Wheels are mounted on the Chassis not to the body. > Body on Frame is a related construction technique for automobiles in which the body shell is mounted on a stiff frame structure by body mounts. A vehicle structure in which body and frame are separate unit. >The advantage of body on frame design is that, it is sturdy and can take more loads. >The vehicles are very easy to assemble and can have multiple configurations. » Body on frame vehicles are heavy and can be used for off-road activities and consumes more fuel compared to Uni body type. >Most of the full size SUV's and Pick-up trucks are body on frame. > All the Bus/LCV/MCV/HCV vehicles have strong frames on which, the body shell is mounted.Frame Mounted BodyPLATFORM_ STRATEGY PLATFORM | J | | | | HATCHBACK SEDAN ESTATE cDv MPV) suv Eg. Swif Fg Indigo Eg.Marina Bg Ford. EgInnova ry Fortune alse & = ome GyBODY SHELL MANUFACTURINGMajor BIW Systems lL. v S a > Front End (Engine House): - Crash members, radiator cross member, engine mounts, shotgun, wheel house, plenum & cowl panels. Under Body (Floor or Lower body): - Firewall, Under body, Long member & cross member, wheel arch, tailgate sill. Side body ( Upper Body): - Body side outer, A Bow, Roof, Cant rail ete, Closures: - Hood, Tailgate, Deck lid, Front door, Rear Door, Fender. Mechanisms: -Latches, Window regulator (power & Manual), Inner & Outer Handle, Door Checker, Gas Balancer, wiper. Sub systems: - Seats, Seals, carpets & insulations, HVAC, Glasses, Mirror etc. & D Pillar, side sill or rocker panel, rear quarter, RoofFro jomgitudinal Hinge Reinf body side Front firewall c/s ember Longitudinal/crash memberHATCHBACK Tailgate’ backdoor Hood / Bonnet SEDAN Roof panelWheel House Roof Bow Rear Header / Hatch Roof Side Rail Apillar Header Rear End Panel Pillar EZ =i Ga_saz Torque Box Compartment Upper Rall (Front Body Hinge Filler)BIW Design Process :- 1. Sculpting the Design 2. Design Engineering the Structural Panel1.Sculpting the Design >The design of the vehicle begins with hand drawings of ideas. > Once this is accomplished and a design is accepted, the engineering of that design is put in action. >The first stage to BIW is the sculpting of clay to produce the outer body shell. Simultaneously the design engineer must start in order to meet engineering responsibilities within the allotted lead-time for the project, and must get preliminary information on the size and shape of the part directly from the clay model. >The stylist, the design engineers, and the process engineer keep the product within the known range of material and sheet metal working techniques and agree to many minor changes. Once this stage of engineering design is complete, the clay is then digitally scanned to help produce CAS data. >The data can be in the form of points or sheets that are then given to the CAD designer to create the actual Class-A sheet body solids.2.Design Engineering the Structural Panel > Once the CAD designer has the final Class-A surface of the design, the structural engineer and designer can begin creating the structural BIW panel design. » The BIW structural design is known as the B-side of the Class-A body panels. > Itis comprised of many geometric forms that help to maintain rigidness and structural integrity along with allowing adjacent component mounting positions. > It must be designed to hold the vehicle together and support adjacent components. Consider the following process when planning a new stamped part or assembly: + Determine what the product is and what it will be used for within its application. + Eliminate ambiguous specifications to specific descriptions of material, mechanical units, and dimensions. + Verify all GD&T is correct and initial allowances are made for temperature and pressure variations and other physical factors that would be influenced during manufacturing. * Set size limits with references to attachments on a machine, a control, or other part that is interactive to the process. These limits can indicate necessary slotted holes, spacers, or other similar devises.wu Consider the weight of the part and rigidness. Consider reducing weight by punching out needed material, or possibly using a different material type. Add ribs and beads to help support the structure of the part. Check your design with manufacturing processes: 1. Consider if the part can be ejected from the die 2. Check for high mechanical stress on the part during manufacturing. 3. Consider if the part can withstand deformation from being ejected from the die. 4. Consider if the part can withstand heat treatments. Determine the speed/rate for manufacturing the part and if it can be design engineered for high rates of production without damage in shape or finish. Research to see if there are limitations in available press equipment, fabrication, and assembly facilities. Alter the design to meet these limitations.3.Analys' » Structural Analysis programs, such as FEA, test the strength and rigidness of the design before it is sent for manufacturing. >This program can apply forces and stress on the part to simulate real life scenarios. > Referring to image, the areas in red define thinning or tearing of metal. This is a critical area to fix before a die is machined for production. > Other software can assist in the die design to determine if the final design can be formed. » These software types look for thinning, wrinkling, stretching, tearing, and flow of the metal during forming.1 Steering packaging Foot Pedal Ergonomics Visibility checkingPACKAGING & ERGONOMICS 1. Initially Tentative L x W X H of the vehicle to be decided based on the Category of the vehicle. 2.Suspension packaging is done first considering the ground clearance, suspension characteristics etc. 3.The output of the suspension packaging is the Z=0 line or the floor line. 4.From the Floor line (z=0 line) , the tentative R points will be decided. 5.The Engine ,steering , foot pedal , brake booster, seat controls etc to be packaged. 6.The Manikin (95 percentile male & 5 percentile female) is to be packaged. All ergonomics like hand reach, Visibility, legroom, head room ete to be studied & compared against benchmark. 7“R’ point keeps changing until the desired requirements are met. 8.Similarly the rear suspension, the Exhaust, Fuel tank & fuel lines, Rear seat packaging ( summersault, flip dive, flip & fold, Fold & tumble ete), Boot volume to be package protected). 8.All ergonomics like legroom ,knee clearance , head room , ‘R’ point couple ete to be studied & compared against benchmark.‘R’ point:- The Pivot Point of the Oscar / manikin’s torso and thigh is called R-Point. E-Point mid- ps2 cures eet! cents (Seating Reference Point) scot 4 pert ees Design Seat Back eraSIYLING.- 1. After the packaging the styling of the vehicle begins. 2. First the renders or the hand sketching of the exterior & interior of the vehicle is done keeping the packaging constraints. models are done. y .design & other 3. After finalizing on the renders, the 1/5 & the full scale cla Modifications will be done based on the manufacturabi regulatory requirements. 4. After the approval of the clay model, Aerodynamic analysis of the clay model is done in the wind tunnel & the drag coefficient is checked against the targeted value. If required necessary modifications done. 5. The clay model is then digitized to get the cloud data . Cloud data is further conyerted into a CAS data. 6. Body engineering simultaneously does all the master section creation, macro & micro feasibility studies, body cut lines & creates the layouts for the same. Necessary modifications done if required. 7. After all the feasibi a ‘A’ class surface. ty studies have been done, the CAS surface is converted into 8. After freezing the exteriors similar procedure for interior is done.AERODYNAMICS bb Wind tunnel analysis for drag CFD analysis for dra;AERODYNAMICS 1. Aerodynamics Drag= Cy p A V2 /2 C4 = Drag coefficient, p = density of Air. A= Front projected area, V = Vehicle speed. 2. Aerodynamics drag coefficient for a half aerofoil section is 0.15 , A target has to be set based on the benchmark. Usually it will be 0.3 to 0.35 mm. 3, During Aerodynamics the Air flow through the Radiator , flow separation around the ‘A’ pillar » Under body , Vehicle lift soiling ete to be studied & the necessary modifications done Eg. For the vehicle lift the spoiler to be designed , to avoid the separation the wind shield, bonnet & tailgate inclination to be modified. 4 Testing of the same is done in the Wind tunnel, with the vehicle stationary & wind blowing at velocity which simulates the vehicle speed.VEHICLE LOADING CONDITIONS . Vertical symmetric or the Bending load. eg. Symmetric loading of the two wheels by a bump. Vertical asymmetric or Torsional load. eg . Single wheel over a bump Lateral loading . eg. Braking , Comering , De clutching & Roll over Local Loads eg. Door slam , Hood slam. Road loads & service loads eg. Potholes, Belgian blocks ,large bumps, jacking, etc. Crashworthiness a. Frontal & offset frontal. b, Side impact. c. Rear impact. d. Pole impact. e. Pedestrian impact. NVH - BIW first modal frequency.BIW DRAWING CONSIDERATION1.Consideration for Part Drawings: 1. Three basic views & a isometric view. 2. 3 to 4 sections at the critical locations to show the form of the part. (usually through holes , fitment part positions) 3. Car lines to all the normal views (with a 100 & 50 mm spacing) & sections except iso views. 4.Dimensions to be only provided for the holes or any functional region which has to be inspected by QA or else Cad data will be the master. 5.Holes center point coordinte dimensions to be provided. Type of hole (either Clearance , ‘A’ class or PLP ) & the purpose to be mentioned. 6. Matching surfaces with the other parts to be hatched & a note to be provided. GD & T for the same i.e. flatness , form position to be provided,2.Consideration for Assembly Drawings: 1. Three basic views & a isometric view. 2. Sections through the assembly points or mating surfaces. 3. Spot weld details ( spot pitch ,dia,2 metal / 3 metal), Hem details , Arc weld details (length & depth of weld). 4, Part table showing the sequence of assembly. 5. Car lines to all the normal views (with a 100 & 50 mm spacing) & sections except iso views3.CONSIDERATIONS FOR PRODUCT DESIGN: *Maximize use of spot welding. *Maximize use of standard spot welding guns and equipment. *Use less number of parts. *Provide self-locating features. *Co2 and other types of MIG welding shall only be used as last solution and shall be kept to a minimum. * Avoid usage of spot welding on the exposed areas of skin panels. *Use Toy tabs for ease of assembly. *Avoid matching of surfaces more than in one plane to minimize errors and reduce costs. Ensure Panels and assemblies are fool proofed +Ensure that Panels /Assemblies can be handled and stored without damage * Location holes used more than once during the BIW build process must be flanged holes to maintain assembly consistency. + Use pierce nuts in preference to Weld nuts “Use slippage joints where practicable +Provide Coordinating holes in Panels / Assemblies.; Tee1. Low carbon steels Commericial steel (CS): Drawn steel (DS): Deep drawn steel (DDS): Extra Deep drawn steel ( EDDS): aocp a. Commericial steel (CS): - Used where simple bending or forming are required Weldability: Good weldability Fatigue Performance: good fatigue performance due to higher yield Dent resistance : not used for the exposed panels due to its susceptibility to aging ( stretcher strains , coil breaks etc). Formability : Not a good candidate for bigger drawing depths. Applications : roofs , Load body , Truck side panelsb. Drawing steel (DS): - Better formability than the commercial steel Weldability: Good weldability Fatigue Performance: Not a good candidate for fatigue. Dent resistance : better dent resistance than other deep draw steels. Formability : good candidate for smaller drawing depths. Applications All reinforcements ,door outer , fender , hood outer , tailgate outer c. Deep Drawing steel (DDS): - Better formability than the Draw steel Weldability: Good weldability Fatigue Performance: Not a good candidate for fatigue. Dent resistance : better dent resistance than other extra deep draw steels, Formability : good candidate for moderate drawing depths. Applications : door outer & inner, fender , hood outer , tailgate outer body side outers.d. Extra Deep Drawing steel (EDDS): - Better formability than the commercial steel Weldability: Good weldability Fatigue Performance: Not a good candidate for fatigue. Dent resistance : better dent resistance than other deep draw steels. Formability : Better formability compared with all other steels. Applications : door outer & inner , Hood outer & inner , Rear floor with the spare wheel tub , body side outer 2 . DENT RESISTANCE STEELS: - mostly used on the skin panels to protect against the dents caused by the thrown stones or pebbles etc. This materials have low yield strength in the blank & high in-part strength after baking & forming. This makes them a good candidate for down gauging or weight reduction. Disadvantage is the Shelf life. a. Bake hardened steel b. Rephosporised steela._Bake hardened steels Better dent resistance property due to increase in yield strength during the paint baking & work hardening process. Weldability: Good weldability Fatigue Performance: good resistance to fatigue . Dent resistance : designed for dent resistance. Formability ; Better formability compared with all other steels. Applications : Door outers, Hood outer, fender, roof ,tailgate outer, body side outer b. - Better dent resistance property due to increase in yield strength during work hardening process. Weldability: Good weldability Fatigue Performance: good resistance to fatigue due to high yield strength. Dent resistance : designed for dent resistance. Formability : Better formability compared with all other steels. Applications : Door outers, Hood outer, fender, roof , tailgate outer, body side outer3. HIGH STRENGTH STEELS ( HSLA); = high yield strength & tensile strength makes it a good candidate for fatigue & crash worthiness. Weldability: Not good weldability when compared with low carbon steels. Fatigue Performance: good resistance to fatigue , hence used mostly on structural members. Crashworthiness : High energy absorption capability. Formability : low formability & high spring back. Applications : crash members , long members , B pillars , cross members side sill , cantrail etc. 4. ADVANCED HIGH STRENGTH STEELS: - This materials are the ideal candidates for crash sensitive , fatigue , durability & dent resistance . This materials have better formability than the HSS. Disadvantage is the spring back + Dual phase steel + Trip steela._Dual phase steel - is a mixture of ferrite & martensite. Weldability: Not Good weldability Fatigue Performance: good resistance to fatigue . Dent resistance : Good dent resistance. Formability : Good formability when compared with HSLA. Applications : Outer panels, crash members , reinforcements , sill members , longitudinal etc. b.IRIP ste! - is a mixture of ferrite & austenite. Weldability: Very poor weldability Fatigue Performance: good resistance to fatigue due to high yield strength. Dent resistance : Good dent resistance. Formability : Better formability compared with DP steels. Applications : Outer panels, crash members , reinforcements , sill members , longitudinal etcBIW GUIDELINESBIW GUIDELINES:- > Component is designed to its outer surface (class “A”) as it is visible surface. Outer panel are generally designed to thickness range of 0.8 to 1.0mm to meet performance of denting and hail storm requirement. > Inner panels are generally designed to thickness range of 1.0 to 1.6mm. Smooth and large fillet is provided between connecting sections to prevent failure due to bending. > Design has to performance while balancing mass , piece cost & tooling investment.While designing matching radius of reinforcement should have bigger than the inner panel radius R2 R2=R1+2mm MiniAny part ending against bending / stepped part minimum 3mm clearance should be fallowed from the fillet endWhen two welding flanging are ending with same edge, one welding flange should have 1.7mm clearance from the other welding flange edge. -_—When 3 welding flanges are ending with same edge follow the clearance as per below imageIn order to strengthen component against bending (deflection) stiffener or bead to be provided along the length of the component to protrude in opposite direction to the bending force applied . Minimum bending radius considered is 5T.When two overlapping parts are welded we needed to provide a joggle. X= 5mm minimum P = Joggle depth equal to thickness of the part 1) PART 1For rectangular or square holes minimum R=3mm radius must be given, Imm radius or less can potentially generate cracks.Ensure minimum following condition for pierced or extruded ( flanged ) holes R = Bend Radius 1 = Radius of pierced hole T = Thickness of the componentMaintain following rule for bending corner radius : R=3X r = Corner Radius X =Step HeightEnsure following rule for hemming 712 1.5 712 742 3 Wheel Arch => \> Welding line fixtures is integral part of automated spot welding. > Welding line fixtures supports , clamp and locate two or more panels of a car body in welding process , so that they will get welded at accurately at desired position. Several factors have to be considered while designing this fixtures. > Welding guns and robotic arms also influence the design of particular welding fixtures. > FIXTURES::- It is a production tool that locates, hold and support the work securely so that the required machining operation can be performed. BIW WELDING FIXTURESType of Fixtures : 1.Plate Fixtures :- +It is simplest form of fixture. “The basic fixture is made from flat plate that has a variety of clamps and locators to hold and locate the parts. “The simplicity of this fixture makes it useful for most machining operations. “Its adaptability makes it popular. 2.Angle plate Fixture :- +It is variation of plate fixture. *With this tool the part is normally machined at right angle to its locator. While most of the angle fixture are made at 90°, there are times when other angles are needed. In this case a modified angle plate is used.3.Vice-Jaw Fixture:- “These are used for machining small parts, with this type of tools ; jaws that formed to fit the part replace he standard vice-jaws. *Vice jaws fixture is least expensive type of fixture to make. “There use is limited only by sizes of vices available. 4.Indexing fixture:- These fixtures are used for machining parts that must have machines details evenly spaced. 5.Multistation fixture:-These are used primarily for high speed; high volume production runs where the machining cycle must continuous 6.Profiling Fixture:-These are used to guide the tools for machining counters that the machine can not normally follow.# The following is the partial list of production operation that Assembling Boring Broaching Drilling Forming Gauging Grinding Heat Treating Honing Lapping Milling Planning Sawing Shaping Tapping Testing Turning Welding Inspecting# Consideration in Welding Fixture Design procedure: *Fixture concept study (Input from client) *Recognize and analyze the design problem “Consider producibility +Process Consideration *Usage of standard components *Standard assembly / fastening method *Determine load condition *Clamping and supporting arrangement sLocating arrangement *Maintaining world X, Y, & Z co-ordinates of locating points / clamping points *Ease of loading and unloading. *Use of Hydraulic and Pneumatic devices Optimization of Design “Stress analysis *Preparing manufacturing drawing (Detailing)Fixture Assembly With Loaded PanelDoor Design & Development: 1. Door concept selection 2. Door styling surface creation a. Glass surface creation - based on the int beam packaging , waist line , door depth . b. Glass roll checking — kinematics of Glass. c. Door aperture creation — based on ingress & egress. 3. Packaging a. Hinges — hinge angle optimization based on the closing effort b. Latch - based on the NVH , force requirements. c. Check strap — deciding forces & check positions. d. Window regulator - stroke & effort . e. Inner Handle — based on effort requirements f. Outer handle - based on effort requirements g. Speaker & wiring harness e. Intrusion beam — based on crashworthiness requirements. f. primary , secondary & waist seals.‘Sheet metal Design Guidelines: STAMPING: A. Blanking or Nesting B. Cc. D. E. Piercing Drawing Flanging Trimming A. Blanking or nesting 4 www How _ se HKSheet Metal 1H Aluminium sheet metal MH Cast aluminium Ml Extruded aluminium = Stee!Metals used in sheet metal & BIW D513 Standard Sheet Sizes EDD513 Thickness: up to 6mm E34 Width: < 2000mm EN34 And operations usually HSS performed as cold working. Aluminum Commercial Steels Drawn Steels Dent Resistance Steels.Sheet Metal Tools Hand Shears (straight, universal & curved) Hammers (smoothing, hollowing, planishing) Cutting tools (files, chisels, hacksaws) Measuring tools (steel rule, vernier, micrometer, gauges) Miscellaneous hand tools (folding rule, trammel, semi circular protector)PRESS WORK! SHEET METAL)Bending operations Shearing processes Deep or Cup drawing is large Metal Forming Processes Sheet Metalworking Bulk Deformation Surface Area ‘Volume is small Extrusionon Zt SS y— Saat cure | | + Fancina sree = fe B wee Folding Bending Roll forming of sheet Wiping down a flangeDesign Considerations of Sheet Metal Uniform Wall thickness (0.4 to 6mm). Default bending radius. ( R = 2t ). Bead To increase the strength Emboss 8 of the material. StampSheet metal processes 1. Cutting 2. Bending 3. Forming 4. Drawing 5. StampingCutting * Separation of the metal of sheet in certain areas. * Due to shear force acts on metal through edges of punch & die. * Punch is inclined < 9° ( 4 to 15 ). CUTTINGTypes of Cutting > Shearing To separate large sheets.> Punching Cut piece is scrap. > Blanking To separate piece (Blank) from surrounding stock (scrap). BLANKING VS PUNCHING BLANKING PUNCHING CUTTING: WORK “SCRAP LINESFine blanked parts used in the automobile industry Fine blanked components in the automatic transmission of a passenger car> Perforating To punch many holes in a piece of sheet metal in a certain pattern. > Notching/Embossing To create a sheet metal part with desired Se Se BEFORE AFTER Perforating NotchingBending * Straining sheet metal around a straight axis to make a permanent bend. * Both compression & tensile elongation occurs._ SPRINGBACK Dimensional change of the formed part after releasing the pressure of the forming tool due to the changes in strain produced by elastic recovery. Springback Springback is encountered in all forming operations, but most easily occurs in bendingAir Bending Blank K-Factor Rule of thumb for Air Bending Radius Soft-material Medium Material | Hard Material O to thickness 0.33 0.38 04 Thickness to 3 x thickness | 0.4 0.43 0.45 Greater than 3 x thickness | 0.5 0.5 0.5> V-Bending -Sheet metal is bend along a straight line between V-shape punch & die. - For low production. \" Punch v (1) (2)> Edge bending - Bending of cantilever part of the sheet around die edge. - Pressure pad required. v Fp F, » F Punch Pressure pad> Channel Bending & U Bending SHEET MET SHEET METAL CHANNEL BENDING U BENDINGBottoming XQ K-Factor Rule of thumb for Bottoming Radius Soft-material Medium Material__| Hard Material 0 to thickness 0.42 0.44 0.46 Thickness to 3 x thickness | 0.46 0.47 0.48 Greater than 3 x thickness | 0.5 0.5 0.5Blank K-Factor Rule of thumb for Coining Radius Soft-material Medium Material Hard Material 0 to thickness 0.38 0.41 Thickness to 3 x thickness 0.44 0.46 Greater than 3 x thickness 0.5 0.5Rotary bending =Drawing Deep Drawing Forming of sheets into convex & concave shapes. Eg.- automotive fuel tanks, kitchen sinks, two-piece aluminum cans.> Redrawing {(@) Conventional redrawing (©) Reverse redrawingForming ¢ The workpiece is reshaped without adding or removing material, & its mass remains unchanged. * Rolling- where the material is passed through a pair of rollers ¢ Extrusion- where the material is pushed through an orifice * Forging- where the material is shaped by localized compressive forces* Metal Stamping stamp RB se dies to transform flat metal sheets into shapes ¢ Embossing - The material is stretched into a shallow depression. Used primarily for adding decorative patternsEmbossing —~A~— V-BEAD FLAT V-BEAD —— EDGE OFFSET ‘SPHERICAL OFFSET ROUND BEAD fw, INTERIOR OFFSET =a WELD PROJECTION CORNER RIBAdvantages of Sheet Metal High strength Good dimensional accuracy Good surface finish Relatively low cost Economical mass production for large quantitiesDisadvantages of Sheet Metal ¢ Wrinkling and tearing are typical limits to drawing operations ¢ Trimming may be used to reach final dimensions. . Components of Sheet Metal Roofing's. Ducts. Vehicles body buildings like 3 wheelers, 4 wheelers, ships, aircrafts etc. House hold articles and Railway equipment.Some Applications Wind Shield Panel Door Panel Fenders Chassis MembersDesign Consideration for Sheet Metal Component Metal Stamping is the process of creating metal parts by applying extreme pressure to a blank piece on metal and forming the metal into a desired shape. The stamping machine incorporates a specially made form or die which gives the stamped part shape. Most metals may manufactured using the stamped process these include: * Aluminum * Brass. * Copper * Steel, Galvanized * Steel, Hot Rolled, Cold Rolled ( Mostly used) * Stainless Steel * Titanium * ZincStamping Operations:- Stamping manufacturing processes include the following specific manufacturing processes or techniques- 1) PUNCHING 2) FORMING “Piercing “Bending Blanking Curling slitting *Deep Drawing *Cropping *Press Braking +Trimming *Collar Drawing *Shaving *Restrike *Lancing +Embossing1.Blank Design: Blanking is cutting up a large sheet of stock into smaller pieces suitable for the next operation in stamping, such as drawing and forming. A) Minimum Practical Section should never be less than material thickness. B)Radii on Blank Corners- allow corner radii (R) equal to 1/2 material thickness. W = 1.5X stock thickness. x W1 = 1.5X stock thickness. L=5x Wis maximum depth, ~S should be less if possible. “ SS “mam L1=5x Wis maximum length, \ ZS Ne should be less if i possible \ Slots or tabs widths should be greater than 1.5 X stock thickness.3. Bending Bending is a process by which metal can be deformed by plastically deforming the material and changing its shape. The material is stressed beyond the yield strength but below the ultimate tensile strength. The bend radius should be kept the same for all radiuses in the part to minimize set up changes. Bend radius guidelines are as follows: Bending usually refers to deformation about one axis. * For most materials, the minimum inner radius should be at least 1material thickness.No bend relief causes tearing Bend relief eliminates tearing We= 2 x Thickness D= Bend Radius +Thickness4, Forming Forming is similar to bending. Complex parts such as U-sections, channel sections of different profiles can be produced by doing multiple bends. a H=2.5T+R FORM HEIGHT Cy } | BEND HEIGHT J ; RY | | Uy + Minimum hole (and short slot) to bend distance should be 2.5 X the stock thickness + bend radius. For long slots, the distance should be 4 X the stock thickness + bend radius.+ The minimum flange width should be at least 4 times the stock thickness plus the bending radius. Violating this rule could cause distortions in the part or damage to tooling Min Flange Width | i =4 x Mat. Thickness +Bend Radius Flanae Width Guidelines * Slots or holes too close to the bend can cause distortion of these holes. Holes or slots should be located a minimum of 3 stock thickness plus the bend radius.5. Piercing Piercing is the operation of cutting internal features (holes or slots) in stock. Piercing can also be combined with other operations such as lance and form. * Minimum hole diameter should be at least 20 % greater than stock A thickness. In the case of stainless steels, it should be 2 times the SS <4 material thickness. SS Min. Dia. for Piercing Thi wtivery with * Minimum wall thickness (distance from hole to edge or hole to hole) should be at least 2 times stock q& Ss thickness. Web+ For non-round slots, the minimum wall thickness should be 2 times thickness for short slots < 10 thickness long; and 4 times thickness for long slots > 10 thickness long. + Min. hole (and short slot) to bend distance should be 2.5 * the stock thickness + bend radius. For Dia <10T) 411 t + For long slots, the distance should be 4 * the stock thickness + bend radius. GUIDELINES FOR HOLE SPACINGSGENERAL PRINCIPLES FOR BODY PANELS AND BODY WELDING FOR EASY MANUFACTURABILITY1.The Product finalization and project implementation is to be done using simultaneous engineering principles. 2. Manufacturing Engineering sources to be * on board” during the product designing stage. 3. Minimize the total quantity of individual panels / parts required. 4. Prototypes to be built using production intent stampings and BIW assemblies. 5. Consider tolerance build up, and either — * Use slippage joints where practicable. + Vary tolerance on components to minimize growth of the assembly. 6. Avoid use of Are welding / Brazing / Butt Joints to improve quality and reduce costs. 7. Locations holes used more than once during the BIW build process must be a flanged hole to maintain assembly consistency.~ . Gauge hole tolerances :~ Minimum on Dia. 0.2mm Preferred on Dia. 0.3mm Surfaces containing gauge holes must not be formed after piercing this may cause distortion and positional dimension will vary due to Material thickness variation, Die wear, Flanging / Forming process. 9. Whilst it is possible to match surface in more than one plane where possible, this should be avoided to minimize errors and/or reduce costs. 10, Ensure panels and assemblies are made foolproof. 11. Provide coordinating holes in panels / assemblies. 12. Use Pierce nuts in preference to weld nuts. 13. All matching surfaces to be indicated on the product drawing. 14. Ensure that panels / assemblies can be handled and stored without damage.15. Consider economy of material usage i. as body side. Reduce length of ear on large panels such 16. Do not use angular dimensions on the product drawings. 17. Consider the use of stiffening swages to achieve panel stability. 18. Ensure there is adequate rigidity in the design of panels i.e Hood Outer, even though this will be improved after assembly to Hood Inner. 19. Provide suitable panel tolerancing that will meet the quality control requirements, yet be flexible enough to be compliant with current die manufacturing methods. 20. Product design to facilitate Tool / Process decision to be cost effective. 21. Material utilisation target 70% minimum. 22. Maximum permissible material thinning is 10%.23. Maximum height of Burr permissible is — Matl. Thickness Maximum burr 0.5 to 1.0mm 0.2 1.0 to 1.5mm 0.3 1.5 to 2.0mm 0.4 over 2.0mm 0.5 24, Ensure that drawn corners (compression/stretch) can be achieved in one draw operation. 25. Provide 2 deg. Draft (min) angle on Draw panel wall to the extent possible. 26. Add note to the product drawing :- Rounding or Chamfering on all corners of blanked and Trimmed edges is permissible to extent of 2T to 3T. 27. Notches to be provided to orevent a wrinkled edge on flanges at the corners.28. Flange height is to be 3T minimum. 4+ R® 2T T 29. Provide an offset where applicable to achieve a satisfactory flange condition. J Offset Required Offset Not Requi30. On aperture such as the rear quarter panel a surface parallel to a car line should be provided to achieve panel rigidity whilst maintaining a sharp bend line. This will be achieved by an overdraw in the draw die to be restruck to the final form condition. 2T Min im | cE OverDraw Py Parallel Car Line 31. Minimum radius in corners of a~32. Types of location holes. Fit Clearance 33. Provide toy tabs fi con Locate into Slots Preferred34, Gauge holes to be plunged in same direction. Zm™ D — — b+ pod 35. Establish BIW family tree build sequence. 36. Consider the possibility of spring back of the panel and implications this would have on the assembly. This Panel Trim /, Bdge +2 Y 5 ~~ This Panel Trim Edge *937. Ensure adequate access for welding. 38. Ensure to use minimum types of welding guns. 39. Spot weld areas to be accessible. 40. Ensure that location holes given on flat surfaces. 41. Welding dissimilar metal thickness:- + Resistance spot welding can weld dissimilar metal thickness up to a ration 3:1 . This requires a larger electrode contact tip against the thicker metal. . When welding 3 dissimilar metal thicknesses the thinnest must be innermost.42. Consider flange angle for weld gun access 7 _/ Not Acceptable AcceptableHEMMING 43. Ensure that hemmed panels can be assembled to each other. 44. Where appropriate provide an offset to minimize area of fitting, giving additional rigidity to inner panel and also reduce potential assembly distortion. — offset condition __R=3T minimum to minimise outer panel distortion 5 Min.45. Hemming allowance. 0.5 Creep allowance —|—3— So Mylar or maths #y an data position A ) 1.0 +/- 0.5 Radially const.Trim and Final Assembly point of View 46. Commonise fixings and hole sizes where ever possible. 47. Establish build sequence and ensure there is sufficient tool head clearance. 48. Consider body build tolerances when determining assembly requirements i.e. use slots or oversize holes in mounting brackets.Pa g point of vii 49. Provide adequate — *Paint Access holes. *Paint Drainage / Holes depressions *Air Release holes +Wax Injection holes / Depressions. 50. Ensure design of component will not cause hold back of paint. 51. Ensure paint surface is not damaged by after paint operations i.e. drilling holes. 52. Ensure bolt on parts will not vibrate thereby causing paint damage and potential corrosion.52. Design parameters for sealer application. yo Not Ok*THANK YOU