12 - Sheet Metal Forming

Production Technologies for Body Components (01OFNL0)
Chassis and Body Panels Manufacturing

Politecnico di Torino Automotive Engineering
Production Technologies for Body Components
Dr. Eng. Paolo MINETOLA

Production Technologies for Body Components Dr. Eng. Paolo Minetola Sheet metal processing
Sheet metal forming is a process that materials undergo
permanent deformation by cold forming to produce a
variety of complex three dimensional shapes.
The process is carried out in the plane of sheet by tensile

forces with high ratio of surface area to thickness.
Friction conditions at the tool-metal interface are very
important and controlled by press conditions, lubrication,
tool material and surface condition, and strip surface
condition.
The raw material for sheet metal manufacturing
processes is the output of the rolling process. Typically,
sheets of metal are sold as flat, rectangular sheets of
standard size.
2
Production Technologies for Body Components Dr. Eng. Paolo Minetola Sheet metal processing
The raw material for sheet metal manufacturing
processes is the output of the rolling process. Typically,
sheets of metal are sold as flat, rectangular sheets of
standard size.
If the sheets are thin and

very long, they may be in
the form of rolls.
Therefore the first step
in any sheet metal
process is to cut the
correct shape and sized
blank from larger sheet.
3
Production Technologies for Body Components Dr. Eng. Paolo Minetola
Figure 16.1
Outline of Sheet-Metal Forming Processes
4
Die-Cutting Operations
Figure 16.4 (a) Punching (piercing) and blanking. (b)

Examples of various die-cutting operations on sheet
metal.
Manufacturing, Engineering & Technology, Fifth Edition, by Serope Kalpakjian and Steven R. Schmid.
ISBN 0-13-148965-8. 2006 Pearson Education, Inc., Upper Saddle River, NJ. All rights reserved. 5
Production Technologies for Body Components Dr. Eng. Paolo Minetola Blanking and Punching
Blanking and punching are similar sheet metal cutting
operations that involve cutting the sheet metal along a
closed outline. If the part that is cut out is the desired
product, the operation is called blanking and the product is
called blank. If the remaining stock is the desired part, the

operation is called punching. Both operations are
illustrated on the example of producing a washer:
6
Production Technologies for Body Components Dr. Eng. Paolo Minetola Blanking and Punching
Blanking: the shearing of
close contours, when the
metal inside the contour is
the desired part.
Punching: the shearing of

the material when the
metal inside the contour is
discarded.
7
Production Technologies for Body Components Dr. Eng. Paolo Minetola Efficient Part Nesting for Optimum Material Utilization
Figure 16.51 Efficient nesting of parts for optimum material utilization in blanking.
Source: Courtesy of Society of Manufacturing Engineers.
Progressive Die: Shearing and Bending
9
Progressive Die: Shearing and Bending
10
Production Technologies for Body Components Dr. Eng. Paolo Minetola Springback in Bending
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 is encountered in all forming operations, but

most easily occurs in bending.
Ri RiY 3 RiY
4 3 1
Rf ET ET

Figure 16.19 Springback in bending. The part tends to recover elastically after bending, and
its bend radius becomes larger. Under certain conditions, it is possible for the final bend
angle to be smaller than the original angle (negative springback). 11
Obtaining a Sharp Radius in Bending
Figure 16.55 Application of scoring or embossing to obtain a sharp inner radius in bending.
Unless properly designed, these features can lead to fracture. Source: Courtesy of Society of
Manufacturing Engineers.
Production Technologies for Body Components Dr. Eng. Paolo Minetola Drawing
Drawing is a sheet-metal operation to make hollow-shaped
parts from a sheet blank.
High production rates
High tooling costs
High equipment costs
13
Deep-Drawing
D
Fmax DpT UTS 0.7
o

Dp

Figure 16.32 (a) Schematic illustration of the deep-drawing process on a circular sheet-
metal blank. The stripper ring facilitates the removal of the formed cup from the punch. (b)
Process variables in deep drawing. Except for the punch force, F, all the parameters indicated
on the figure are independent variables.
14
Deep-Drawing
In the deep drawing process, a punch pushes a sheet metal
blank into a die cavity, resulting in a contoured part.
A part is said to be deep drawn if the depth of the part is

at least half of its diameter. Otherwise, it is simply called
general stamping.
One of the primary defects that occurs in deep drawing

operations is the wrinkling of sheet metal material,
generally in the wall or flange of the part. The flange of the
blank undergoes radial drawing stress and tangential
compressive stress during the stamping process, which
sometimes results in wrinkles.
15
Wrinkling
The greater the die cavity depth, the more blank material
has to be pulled down into the die cavity and the greater
the risk of wrinkling in the walls and flange of the part. The
maximum die cavity depth is a balance between the onset of

wrinkling and the onset of fracture, neither of which is
desirable.
16
Drawing problems
The radii degrees of the punch

and die cavity edges control the
flow of blank material into the

die cavity.
Wrinkling in the cup wall can

occur if the radii of the punch
and die cavity edges are too
large. If the radii are too small,
the blank is prone to tearing
because of the high stresses.
17
Production Technologies for Body Components Dr. Eng. Paolo Minetola Stresses
Metal at the flange is bent and straightened
as well as subjected to a tensile stress at the
same time.
Tri-axial deformation
Bi-axial deformation
Metal in the cup wall is subjected to a
circumference strain or hoop and a radial
tensile strain.
18
Stresses
stamped part are designed properly.

Wrinkling is preventable if the deep drawing system and
19
Production Technologies for Body Components Dr. Eng. Paolo Minetola Normal and Average Anisotropy
Width strain
Normal anisotropy, R w
Thickness strain t
R0 2 R45 R90
Average anisotropy, Ravg
4
TABLE 16.4
Zinc alloys 0.40.6
Hot-rolled steel 0.81.0
Cold-rolled rimmed steel 1.01.4
Cold-rolled aluminum-killed steel 1.41.8
Aluminum alloys 0.60.8
Figure 16.33. Copper and brass 0.60.9
Strains on a tensile-test
specimen removed from a Titanium alloys (a) 3.05.0
piece of sheet metal. Stainless steels 0.91.2
These strains are used in High-strength low-alloy steels 0.91.2
determining the normal
and planar anisotropy of Typical Range of Average Normal Anisotropy, R, for Various
the sheet metal. Sheet Metals 20
Relationship between Average Normal
Anisotropy and the Limiting Drawing
Ratio
Maximum blank diameter Do

LDR
Punch diameter Dp
Figure 16.34 The relationship between average
normal anisotropy and the limiting drawing ratio for
various sheet metals. Source: After M. Atkinson.
21
Production Technologies for Body Components Dr. Eng. Paolo Minetola Drawability
To avoid failures in the thin parts
(at the punch or flange), metal in
that part need to be strengthened
or weaken the metal in other parts
(to correct the weakest link).
If sufficient friction is generated

between punch and workpiece,
more of the forming load is carried
by the thicker parts.
Concerning about crystallographic texture (slip system),

degree of anisotropy or strain ratio R.
22
Production Technologies for Body Components Dr. Eng. Paolo Minetola Drawbeads
Figure 16.36 (a) Schematic illustration of a draw bead. (b) Metal flow during the drawing
of a box-shaped part while using beads to control the movement of the material. (c)
Deformation of circular grids in the flange in deep drawing.
23
Blank holder
The blank holder, as the name implies, holds the edges of
the sheet metal blank in place against the top of the die
while the punch forces the sheet metal into the die cavity.
The sheet metal deforms into the proper shape, instead of
simply being pulled into the die cavity.
The blank holder, however, does not hold the edges of the
blank rigidly in place. If this were the case, tearing could
occur in the cup wall. The blank holder allows the blank to
slide somewhat by providing frictional force between the
blank holder and the blank itself.
Blank holder force can be applied hydraulically with

pressure feedback, by using an air or nitrogen cushion, or a
numerically controlled hydraulic cushion. 24
Production Technologies for Body Components Dr. Eng. Paolo Minetola Stamping
Stamping includes a variety of sheet-metal forming
manufacturing processes, such as punching using a
machine press or stamping press, blanking, embossing,
bending, flanging, and coining.
This could be a single stage operation where every

stroke of the press produce the desired form on the
sheet metal part, or could occur through a series of
stages.
25
Production Technologies for Body Components Dr. Eng. Paolo Minetola Importance of Stamping
Stamping is an efficient and low cost process for high
volume manufacturing.
In automotive Industry, 70% of parts are formed by

stamping process
4%
10%
48%
15%
stamping
forging
casting
machining
others
23%
26
Tooling for Automotive Stamping
27
~$0.5M each
10 - 11 panels
3 to 5 dies each
~$20M investment
Auto body panels
28
Production Technologies for Body Components Dr. Eng. Paolo Minetola Auto body panels
Decklid
Roof
(inner /outer)
Bonnet
(inner /outer)
Rear
Fender
Trunk Pan
Front
Fender Door
(inner /outer)
Floor Pans
29
Yield-Point Elongation
Figure 16.12 (a) Yield-point elongation in a sheet-metal specimen. (b) Luders bands in a low-
carbon steel sheet. (c) Stretcher strains at the bottom of a steel can for household products.
Source: (b) Courtesy of Caterpillar Inc.
ISBN 0-13-148965-8. 2006 Pearson Education, Inc., Upper Saddle River, NJ. All rights reserved.
30
Deformation and Tearing in Sheet Metal During
Forming
The main failure mode that is typical for sheet forming
applications is caused by tearing of the material.
Figure 16.15 The deformation of the grid pattern and the tearing of sheet metal
during forming. The major and minor axes of the circles are used to determine the
coordinates on the forming-limit diagram in Fig. 16.14b. Source: After S. P. Keeler.
31
Production Technologies for Body Components Dr. Eng. Paolo Minetola Necking
A neck may appear at a certain forming stage. This is an
indication of localized plastic deformation. This leads to
material failure manifested by tearing.
32
Forming Limit Diagram
A forming limit diagram (FLD), also known as a forming

limit curve, is used in sheet metal forming for predicting
forming behaviour of sheet metal. The diagram attempts to
provide a graphical description of material failure tests,

such as a punched dome.
33
Erichsen Test
(a)
to determine the formability of sheet metals.
34
Figure 16.13 (a) A cupping test (the Erichsen test)
Bulge-Test
Figure 16.13 - Bulge-test results on steel sheets of various widths. The specimen farthest left is
subjected to, basically, simple tension. The specimen farthest right is subjected to equal biaxial
stretching. Source: Courtesy of Inland Steel Company.
35
Forming Limit Curves
Forming limit curves depict the extreme but still possible

deformation a sheet material may undergo during any stage
of the stamping process.
Growth in circle size =

+ (positive) engineering strain
Original
Reduction in circle size =

- (negative) engineering strain
Final
36
These limits depend on the deformation mode and the

ratio of the surface strains. The major surface strain has a
minimum value when plane strain deformation occurs,
which means that the corresponding minor surface strain

is zero.
37
Circle Grid Analysis
Under the assumption of path independent strain, the

relative strains will reach a critical value at which
deformations occurs. Through repeated experimental
measurements, the shape of the curve can be obtained

experimentally.
38
Production Technologies for Body Components Dr. Eng. Paolo Minetola Circle Grid Analysis
Circle Grid Analysis (CGA) measures
strain and provide information about:
Location and magnitude
Direction of Metal Displacement

Strain DIstribution
Deformation Mode
39
Ellipses
The semi-axes of the ellipse formed in this circle allow for

the measurement of relative strain in two primary
directions, known as the major and minor directions, which
correspond to the major and minor semi-axes of the

ellipse.
Major D1 D0

stretch D0
D2
D1
Minor D2 D0
stretch D0
40
-40
-40%
+60%
-30
-20
-20%
+40%
-10
20
30
40
60
-0%
10
+20%
10
Major and Minor Strain
20
+20%
+30%
30
40
+40%
+40%
41
42
43
44
key output
Forming Limit Diagrams (FLD) display strain, so they are a
45
Analytical Curves
Alternately, a formability limit diagram can be generated by

mapping the shape of a failure criterion into the formability
limit domain.
46
Production Technologies for Body Components Dr. Eng. Paolo Minetola Forming Limit Diagram
However the diagram is obtained, the resultant diagram
provides a tool for the determination as to whether a
given forming process will result in failure or not.
47
Such information is critical in the design of forming
processes, and is therefore fundamental to the design of
sheet metal forming processes.
48
Figure 16.14 Forming-limit diagrams (FLD) for various sheet metals. Although the major
strain is always positive (stretching), the minor strain may be either positive or negative.
In the lower left of the diagram, R is the normal anisotropy of the sheet, as described in
Section 16.4. Source: After S .S Hecker and A. K. Ghosh.
T.J. Nihill and W.R. Thorpe.

The numbers in the strain paths indicate the frequency of occurrence. Source: After
The trunk lid and the roof are subjected mainly to plain strain (vertical line in
graphs), where as the front door and front fender are subjected to biaxial strains.
50
BLANKING
CALIBRATING
1
5
DRAWING
DRILLING
2
4
Stamping Cycle of a Door Panel
BLANKING
REDRAWING AND
REFINING AND DRILLING 51

Example of Production Steps
Production steps for the manufacture of an oil sump

52
Production Technologies for Body Components Dr. Eng. Paolo Minetola Example of action press
Second action
First action
Third action
Triple - action press:

two actions above the die, one action below the die.
53
Production Technologies for Body Components Dr. Eng. Paolo Minetola Stamping Process Flow in
Automotive Industry
Product & Process Draw Dev. (CAD) CAE Die Design (CAD)
Production Soft & hard Tool Tryout Machining CAM
54
Tools for Side Wall
55
Forming Simulation (CAE)
56
Production Technologies for Body Components Dr. Eng. Paolo Minetola Product Change and Draw
Development Modification
Step widen (25mm

from trim line) Radius enlarge Design banana softer
Optimize bulge
Optimize the cape
Optimize blank
and draw bead
R10
Lift up surface Reduce height of surface

in this area
57
Rerun Forming Simulation
58
Real Part
CAE and Tryout Comparison
Autoform V2.1
59
Simulation with
Real Part
CAE and Tryout Comparison
Autoform V2.1
Simulation with
60
Draw Die
61
Production Technologies for Body Components Dr. Eng. Paolo Minetola Tailor-Welded Blanks
A taylored-welded blank (TWB) is one part made up of
different strengths or thicknesses of steel, joined at the
factory usually by a laser weld.
62
Tailor-Welded Blanks
Figure 16.7 Production of an outer side panel of a car body by laser butt-welding
and stamping. Source: After M. Geiger and T. Nakagawa.
Examples of Automotive Components
Produced from Tailor-Welded Blanks
Figure 16.8 Examples of laser butt-welded and stamped automotive-body

components. Source: After M. Geiger and T. Nakagawa.
64
Production Technologies for Body Components Dr. Eng. Paolo Minetola Advantages
The main advantage of a taylor-welded blank is the
opportunity to place the optimum steel thickness and
strengths where they are needed the most.
A laser weld is the next best thing to having no seam at all,

so there is little concern about where in part the seam or
seams occur.
In comparison with traditional stamping and reinforcing:

Weight savings;
Production savings;
No overlap joint (such a joint does not allow collision
energy to flow so easily through the part)
65
Example
Multi-straight line welded body side for Jeep Grand Cherokee
66
Design Study
(Thyssen Krupp Stahl)

Analysis of different door designs
67
Production Technologies for Body Components Dr. Eng. Paolo Minetola Failure Patterns
Blank failure occurred across the weld when the major
strain was parallel to the weld orientation, as shown in
figure. For optimum performance, the weld bead should be
parallel to the major strain axis to prevent the failure in
the weaker.
68
Welding Comparison
69
Cost per joint
70
Case Study: Center Body Pillar
71
Part Description
72
Material Description
73
Blank Nesting and Press Line
74
Process Flow
75
Stamping Process Design
76
Draw Die Section
77
78
79
80
Negotiated Geometry Concessions
81
Steel Conventional Design

Example of Front Door Inner
Steel Taylored Blank Design
82
Blank Design
Example of Front Door Inner
Steel Taylored
83

Example of Rear Rail Inner
84

Example of Rear Rail Inner
85
Production Technologies for Body Components Dr. Eng. Paolo Minetola Example of Body Side Outer
Design
Blank Design
Steel Taylored
Steel Conventional
86
Blank Design
Steel Taylored
87
Blank Design
Steel Taylored
88
Parts integration can reduce the weight and improve
material utilization over conventional body-in-white part
designs.
The comparisons of the total manufacturing costs
demonstrated that tailored blanking can be economically

feasible for the production of body-in-white parts although
the technology involves an additional process step.
At the annual production volume of 100,000 units, tailored

blanking gave part cost savings of 5 to 20% compared with
conventional body-in-white parts.
The results are sensitive to production volume, since the

cost of the conventional designs approached the expense of
tailored blanking as the volume increased. 89
The total cost savings in tailored blanking resulted from the
elimination of structural reinforcements, which reduced the
number of production steps in blanking, forming, and
assembly processes.
Forming process is generally the most capital intensive of

these three operations and, thus, it has the highest potential
for cost savings when parts are consolidated.
The results of equivalent steel and aluminum designs

suggested that the aluminum parts improve weight savings
by 40% both in the case of steel tailored blanks and steel
conventional designs. However, the aluminum designs
include generally a large cost penalty, which was estimated
in this study as $3.00 to $6.40 per kilogram of weight
saved. 90
Production Technologies for Body Components Dr. Eng. Paolo Minetola Aluminium
There are however some downsides to the use of aluminium
in body structure construction:
Joining methods are different from steel bodies

Material handling and production environment cleanliness is

paramount
There are not the same structural grades in aluminium as

there are in steel, max 250MPa versus 800MPa in steel
Cost of raw material is prohibitively expensive when

compared to steel
91
Production Technologies for Body Components Dr. Eng. Paolo Minetola Aluminium Alloys
The main aluminium alloy classes for automotive sheet
application are the non-heat treatable Al-Mg (EN 5xxx
series) and the heat treatable Al-Mg-Si (EN 6xxx series)
alloy system, some especially tailored by variations in
chemical composition and processing.
Al space frame and semi materials distribution (AUDI). 92

Production Technologies for Body Components Dr. Eng. Paolo Minetola Alloys Properties
Al-Mg alloys optimized for strength and corrosion
resistance for use in chassis or Al-Mg-Si alloys applied for
autobody sheets have been improved for formability, surface
appearance and age hardening response.
EN-AW 5xxx and 6xxx Alloys and their Competition for Car Body Sheets. 93
Steel Versus Aluminium
94
Production Technologies for Body Components Dr. Eng. Paolo Minetola Steel Versus Aluminium
The forming of aluminium is more critical mainly due to the
elongation during the draw process that is at 10% as opposed
to 25% for steel.
The developments in European car manufacture have shown

an increase in the use of steels >280MPa of 30% over the past
5 years and it is increasing.
95
Production Technologies for Body Components Dr. Eng. Paolo Minetola Material Selection
Material selection is critical in both product and process
design. Formability is the central material property.
96
Production Technologies for Body Components Dr. Eng. Paolo Minetola Steels for Panels
Steels for Auto Panels Yield Strength Application conditions
(N/mm2)
A. High Strength Steels 220~260 Autobody structural parts- door, roof,
REPHOSPHORISED STEELS trunklid, hood, pillar outer, rear floor,
With additions of P up to 0.08 % etc.
GRAIN REFINED STEELS 300~400 Formability relatively modest, so used

Appropriate alloy additions for components with relatively less
which forms typically NbCN, TiC demanding forming.
DUAL PHASE STEELS 400~500 High strength, with good formability.

Appropriate alloy additions Suitable for door, roof, trunklid, hoods,
(Mn, Mo, Cr,V) and processing etc.
BAKE HARDENING STEEL 200~250 Slightly stronger, but 40N/mm2

strength increase after baking. Suitable
for doors, fenders, hoods, pillars.
B. Low Strength Ultra-soft Steel 130~150 For difficult autobody panels of
INTERSTITIAL FREE STEEL complex geometry. Suitable for
Ti and/or Nb additions combined automobile outer panels, oil pan, high
with interstitial C and N to form roof panel, etc.
stable TiC, TiN or NbCN precipitates
97
Production Technologies for Body Components Dr. Eng. Paolo Minetola BIW Cold Formed Steel Utilisation
This property must be balanced with other product and
process considerations such as strength, weight, cost, and
corrosion resistance.
98
Example of Ford Mondeo
99
Production Technologies for Body Components Dr. Eng. Paolo Minetola Hydroforming
Hydroforming uses the force of water or hydraulic fluids to
shape a single part.
There are two types of hydroforming:

1. Sheet hydroforming
2. Tube hydroforming
For sheet hydroforming there are two methods:

Sheet steel is forced into a female cavity by water under
pressure from a pump or by press action
Sheet steel is deformed by a male punch, which acts
against the fluid under pressure.
100
Classification
101
Production Technologies for Body Components Dr. Eng. Paolo Minetola Sheet Hydroforming Process
Figure 16.40 The hydroform (or fluid-forming) process. Note that in contrast to the
ordinary deep-drawing process, the pressure in the dome forces the cup walls against the
punch. The cup travels with the punch; in this way, deep drawability is improved.
Sheet Hydroforming
Hydroformed Bonnet
103
Sheet Hydroforming
104
Hydroforming process window
105
Strategies to avoid Wrinkling
106
Benefits of elevated temperature
107
Hydroforming Application
108
Weight reduction through more efficient section design
and tailoring of the wall thickness
Improved structural strength and stiffness
Lower tooling cost due to fewer parts
Tight dimensional tolerances and low spring back

Fewer secondary operations (no welding of sections
required and holes may be punched during hydroforming)
Reduced scrap
Compared to conventional steel body

structure: 50% less weight
45% less welding seams
45% less parts (less tools, less assembly)
109
Production Technologies for Body Components Dr. Eng. Paolo Minetola Disadvantages
Slow cycle time
Expensive equipment and lack of extensive knowledge

base for process and tool design
Requires new welding techniques for assembly.
110
Production Technologies for Body Components Dr. Eng. Paolo Minetola Tube-Hydroforming
In the tubular hydroforming process, a tube is first placed
in the closed cavity of a forming die. Once the ends of the
tube are sealed, the tube is filled and pressurized with
hydraulic fluid. The internal pressure forces lead the tube
to form into the shape of the tool cavity.
Most hydroforming processes also use axial force-feeding

at the tube ends to feed material into the tool during
forming. With the application of axial force-feeding, higher
limits at the end of the part can be achieved.
(b)
111
Figure 16.41 (a) Schematic illustration of the

tube-hydrofroming process. (b) Example of
tube-hydroformed parts. Automotive exhaust
and structural components, bicycle frames, and
hydraulic and pneumatic fittings are produced
through tube hydroforming. Source: Courtesy
(b) (b)
of Schuler GmBH.
112
The process involves forming a straight or a pre-bent tube
into a die cavity using internal hydraulic pressure, which
may be coupled with controlled axial feeding of the tube.
The main benefits obtained from tube hydroforming

technology include weight reduction due to improved

part design, part consolidation where a single component
replaces an assembly, reduced tooling cost as a result of
part consolidation, and improved structural strength and
stiffness of the hydroformed component.
(b) (b)
113
Tube Hydroforming
Closing
Finished
Positioning
Axial Feeding
114
Tube Hydroforming Tools
115
Automotive Applications
Tubular hydroforming is achieving increasing acceptance in

the automotive industry for making a wide variety of
components. Current applications include suspension
frames, body structure, power-train components and

exhaust pipes.
116
CAE Analysis
117
Comparison of Different FLD Models
118
Example of Hydroformed Frame
119
Tube-Hydroforming Economics
(b)
120
Ecology
Economy
Automotive industry
Automotive engineering conflict
Mobility
121
Production Technologies for Body Components Dr. Eng. Paolo Minetola Increasing weight
On average every 100mm that are added to a vehicle

dimension, 4kg of body structure is required.
If you apply this to world vehicle sales over this period it
equates to 6,900,000,000 kgs of body structure.
If the average car weights 1,300kg it equates to 5,4m cars.
122
VW Super Light Car Study
123
Production Technologies for Body Components Dr. Eng. Paolo Minetola Alternatives Comparison:
Steel intensive
Steel intensive
Weight reduction: 40 kg
(14 %)*
Additional part
costs: < 2,5 /kg
Highlights:
Strut tower in FeMn-Steel
Tunnel in hot-formed steel
(Usibor 1500)
Body side and B-pillar in
dualphase-steel
Roof in Quietsteel
Fender in Steel polymer
composite
* Equivalent structural performance vs. SLC reference body structure 124

Production Technologies for Body Components Dr. Eng. Paolo Minetola Alternatives Comparison:
Economic Multi Material
ULBC
Multi-Material, economic
(22 %)*
Additional part
costs: < 5,0 /kg
Highlights:
Longitudinal rail in FeMn
tailored welded blanks
Suspension-strut mount as Al-
diecast
Tunnel in FeMn-blank
Rear wheelhouse in Al-diecast
Inner B-pillar in Al-diecast
Roof in Al-blank
* Equivalent structural performance vs. SLC reference body structure 125

Production Technologies for Body Components Dr. Eng. Paolo Minetola Alternatives Comparison
Advanced Multi Material
SLBC
Multi-Material, advanced
(41 %)
Additional part
costs: < 10,0 /kg
Highlights:
Longitudinal rail in HSS
tailored welded blanks
Strut tower in Mg-diecast
Floor panel in Al- and Mg-blank
Wheelhouse and rear
longitudinal rail in Al-blank
Inner B-pillar in hot formd steel
Roof in Mg-blank
126
Main Challenge in body design
Multi-Material Concepts
Design
Multi
Material
Materials Processes
Concept
Affordability of weight reduction
Advanced
LM-Spaceframe
Steel
Spaceframe Advanced
Steel body
Al-Spaceframe Stainless Steel
Spaceframe
Coil-coated
shell
Advanced
High strength Steel thin Composites
Steels wall casting (FRP)
Steel Composites
Unibody
Approach > 2012

127
Main Challenge in body design
Multi-Material Concepts
Design
Multi
Material
Materials Processes
Concept
Affordability of weight reduction
Advanced
LM-Spaceframe
Steel
Spaceframe Advanced
Steel body
Al-Spaceframe Stainless Steel
Spaceframe
Coil-coated
shell
Advanced
High strength Steel thin Composites
Steels wall casting (FRP)
Steel Composites
Unibody
Approach > 2012

128
Production Technologies for Body Components Dr. Eng. Paolo Minetola Carbon Fiber-Reinforced Plastics (CFRP)
Carbon fibers are a key construction material for the
automotive industry of the 21st century and will change the
way we develop and build cars.
Dr. Norbert Reithofer, CEO of BMW AG
CFRP is widely used throughout the aerospace industry

and for lightweight racing cars, but the lack of suitable
design processes has meant that the mass production car
market has previously been unable to embrace the
technology fully.
CFRP can now be produced to provide high strength parts

with a greater stiffness to weight ratio than ever before; it
also retains excellent impact performance (high energy
absorption) and dampening properties, which are highly
desirable for car manufacturers. 129
Production Technologies for Body Components Dr. Eng. Paolo Minetola Carbon Fiber-Reinforced Plastics (CFRP)
Every kilogram a manufacturer can shave off the design will
represent a saving in the cost and efficiency of the car. A
saving of $1-2 per kg can be estimated with current oil
price.
The use of CFRP and composite materials should reduce

maintenance all round as they do not corrode and there is
less risk of fatigue than with metal components.
Downtime for non-routine repairs can also be reduced by

using composite bonded repair techniques by which
repairs which can be completed within an hour providing a
more aerodynamic and aesthetic finish.
130
Development of CFRP Technology
131
Short cycle time
132
Rapid Resin Transfer Molding
Cycle time shortened from 125 min to 8 min for the resin
injection (3 min) and resin curing (5 min) for impregnating
dry fabric of continuous fibers.
133
Production Technologies for Body Components Dr. Eng. Paolo Minetola Other manufacturing issues
Metal/CFRP joint technology
The combination of co-cure bonding, adhesive bonding and
mechanical joints need to be applied properly. On the one
hand structural adhesive database has been completed and
on another hand various attachment parts have been

concretely developed one by one.
Recycle:
Recycle starts at the step of the separation between metal
attachment and CFRP scraps of automobile body. In the
next step, standard recycled CFRP material is fabricated
with use of CFRP scraps.
That standard recycled CFRP material can be use in press
and injection to make automobile non-structural parts.
134
Production Technologies for Body Components Dr. Eng. Paolo Minetola Recycling: Metal/CFRP separation
Dismantlable adhesive includes the fillers that expand in
high temperature. While the adhesive is heated, its matrix
modulus and strength is getting down and its fillers
expanding force is going up. The adhesive can be designed
to separate matrix and fillers at certain temperature. This

concept achieves metal attachment and CFRP scraps
separation in few minutes easily.
In fabrication steps,
recycled CFRP material
can be endured three
times as automobile
parts.
Example of CFRP inner door panel

135
CFRP Life Modul
136
urban areas.
Today
drivers in highly populated

All electric cars to meet
the mobility needs of
BMW i3
BMW i8
137
Production Technologies for Body Components Dr. Eng. Paolo Minetola Manufacturing Videos
BMW CFRP (Carbon Fiber Reinforced Plastic) Manufacturing Plant and Process
http://www.youtube.com/watch?v=qZrOxQ1V6bQ
How BMW Carbon Fiber is Born - Manufacturing at SGL and Landshut

Part 1: http://www.youtube.com/watch?v=lzAYVNan4Dg
Part 2: http://www.youtube.com/watch?v=J0mjEvUC3jM
138

12 - Sheet Metal Forming

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12 - Sheet Metal Forming

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Production Technologies for Body Components (01OFNL0)

Chassis and Body Panels Manufacturing

Dr. Eng. Paolo MINETOLA

The process is carried out in the plane of sheet by tensile

If the sheets are thin and

Figure 16.4 (a) Punching (piercing) and blanking. (b)

called blank. If the remaining stock is the desired part, the

Punching: the shearing of

Springback is encountered in all forming operations, but

High production rates

High tooling costs

High equipment costs

A part is said to be deep drawn if the depth of the part is

One of the primary defects that occurs in deep drawing

maximum die cavity depth is a balance between the onset of

The radii degrees of the punch

flow of blank material into the

Wrinkling in the cup wall can

stamped part are designed properly.

Maximum blank diameter Do

(to correct the weakest link).

If sufficient friction is generated

Concerning about crystallographic texture (slip system),

simply being pulled into the die cavity.

Blank holder force can be applied hydraulically with

This could be a single stage operation where every

In automotive Industry, 70% of parts are formed by

A forming limit diagram (FLD), also known as a forming

provide a graphical description of material failure tests,

to determine the formability of sheet metals.

Forming limit curves depict the extreme but still possible

Growth in circle size =

Reduction in circle size =

These limits depend on the deformation mode and the

which means that the corresponding minor surface strain

Under the assumption of path independent strain, the

measurements, the shape of the curve can be obtained

Direction of Metal Displacement

The semi-axes of the ellipse formed in this circle allow for

correspond to the major and minor semi-axes of the

Alternately, a formability limit diagram can be generated by

T.J. Nihill and W.R. Thorpe.

REFINING AND DRILLING 51

Production steps for the manufacture of an oil sump

Triple - action press:

Production Soft & hard Tool Tryout Machining CAM

Step widen (25mm

Lift up surface Reduce height of surface

Figure 16.8 Examples of laser butt-welded and stamped automotive-body

A laser weld is the next best thing to having no seam at all,

In comparison with traditional stamping and reinforcing:

Multi-straight line welded body side for Jeep Grand Cherokee

(Thyssen Krupp Stahl)

Steel Conventional Design

Steel Conventional Design

Steel Conventional Design

demonstrated that tailored blanking can be economically

At the annual production volume of 100,000 units, tailored

The results are sensitive to production volume, since the

Forming process is generally the most capital intensive of

The results of equivalent steel and aluminum designs

Joining methods are different from steel bodies

Material handling and production environment cleanliness is

There are not the same structural grades in aluminium as