BIW

DESIGN
-INTRO TO GUIDE LINES

BIW
 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 Suspension/ Control Electronic

Chassis s s Electrical

BIW Trims HVAC Mechanisms Braking Steering Fuel

Window regulator, door check, inner systems
& outer handle Hinges, gas strut,
Interior Exterior latches, strikers, mirrors, wipers

Bumper,grills,glasses&
sealing syatem etc
Testing /Tool / Die Design/Manf/Development
NVH, Crash, Durability, service etc.
Dashboard
,IP & center Seating Door ,A,B,C trims
Console Steering ,head liner 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 form a 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
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

HATCHBACK SEDAN ESTATE CDV MPV SUV

Eg. Swif Eg. Indigo Eg.Marina Eg .Ford Eg.Innova
fiesta van Eg. Fortuner
t
Major BIW Systems:-
1. Front End (Engine House):
- Crash members, radiator cross member, engine mounts, shotgun, wheel house,
plenum & cowl panels.
2. Under Body (Floor or Lower body):
- Firewall, Under body, Long member & cross member, wheel arch, tailgate sill.
3. Side body ( Upper Body):
- Body side outer, A,B,C & D Pillar, side sill or rocker panel, rear quarter, Roof
Bow, Roof, Cant rail etc.
4. Closures:
- Hood, Tailgate, Deck lid, Front door, Rear Door, Fender.
5. Mechanisms:
-Latches, Window regulator (power & Manual), Inner & Outer Handle, Door
Checker, Gas Balancer, wiper.
6. Sub systems:
- Seats, Seals, carpets & insulations, HVAC, Glasses, Mirror etc.
 Rear wheel Arch Roof
‘D’ pillar rail Cant rail

Seat cross
Rear quarter member
Side sill reinf
Firewall
Front Wheel
Rear floor Arch
Plenum
Rear chamber
Longitudinal
B pillar
Front floor Front firewall c/s
member
Front
longitudinal
Hinge Reinf body side Shot gun
Longitudinal/crash member
 HATCHBACK
Tailgate/ backdoor

Hood / Bonnet

SEDAN
Front door Roof panel
Decklid / Trunk
lid
Body side outer panel

Rear door

Fender
 Over view of BIW

Wheel House Roof Bow Rear Header / Hatch

Roof Side Rail Header Rear End Panel
A-Pillar C- Pillar
Header

Shock
Plenum
Tower
Wheel
House

Dash

Body Lock Pillar

Lower Rail

Rocker
Upper Tie Bar
FBHP
Lower Tie Motor Torque Box (Front Body Hinge Filler)
Bar Front Compartment
Upper Rail
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.
 It is 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.
• Consider the weight of the part and rigidness. Consider reducing weight by punching out
unneeded 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.Analysis:-

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.
 PACKAGING

Engine packaging
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 etc 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 etc.), Boot volume to be package
protected).
8.All ergonomics like legroom ,knee clearance , head room , ‘R’ point couple etc to
be studied & compared against benchmark.
‘R’ point:-
The Pivot Point of the Oscar / manikin’s torso and thigh is called R-Point.
 STYLING:-
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.
3. After finalizing on the renders, the 1/5 & the full scale clay models are done.
Modifications will be done based on the manufacturability ,design & other
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
converted 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 feasibility studies have been done, the CAS surface is converted into
a ‘A’ class surface.
8. After freezing the exteriors similar procedure for interior is done.
 AERODYNAMICS

Drag coefficients

Wind tunnel analysis for drag

CFD analysis for drag

 AERODYNAMICS
1. Aerodynamics Drag = Cd p A V2 /2
Cd = 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 etc 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
1. Vertical symmetric or the Bending load.
eg. Symmetric loading of the two wheels by a bump.
2. Vertical asymmetric or Torsional load.
eg . Single wheel over a bump.
3. Lateral loading .
eg. Braking , Cornering , De clutching & Roll over
4. Local Loads
eg. Door slam , Hood slam.
5. Road loads & service loads
eg. Potholes, Belgian blocks ,large bumps, jacking, etc.
6. Crashworthiness
a. Frontal & offset frontal. b. Side impact.
c. Rear impact. d. Pole impact.
e. Pedestrian impact.
7. 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.
Part Drg .Example 2 , ( ‘A’ pillar lower)
MATERIALS
1. Low carbon steels

a. Commericial steel (CS):

b. Drawn steel (DS):
c. Deep drawn steel (DDS):
d. Extra Deep drawn steel ( EDDS):

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. Rephosporised steels
- 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. TRIP steel
- 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
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
For rectangular or square holes minimum R=3mm radius must
be given, 1mm radius or less can potentially generate cracks.
Ensure minimum following condition for pierced or extruded ( flanged ) holes

R = Bend Radius
r = 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

Closures

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
uses fixtures:

Assembling Lapping
Boring Milling
Broaching Planning
Drilling Sawing
Shaping
Forming Tapping
Gauging Testing
Grinding Turning
Heat Treating Welding
Honing 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
•Locating 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
Material Usage
 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. Drawing
C. Flanging
D. Trimming
E. Piercing

A. Blanking or nesting
Sheet Metal
 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)
 Metal Forming Processes

Sheet Bulk
Metalworking Deformation
Surface Surface
Bending Area / Area / Rolling
operations Volume Volume
is large is small
Forging
Shearing
processes Extrusion

Deep or Cup Wire and Bar

drawing drawing
Classification of sheet metal forming (based on operations)
 Design Considerations of Sheet
Metal
• Uniform Wall thickness (0.4 to 6mm).
• Default bending radius. ( R = 2t ).
• Bead
To increase the strength
• Emboss 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 < 9⁰ ( 4 to 15 ).
 Types of Cutting
Shearing
To separate large sheets.
 Punching
Cut piece is scrap.
 Blanking
To separate piece (Blank) from surrounding
stock (scrap).
 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
profile.

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 is encountered in all forming operations, but

most easily occurs in bending
Air Bending
V-Bending
-Sheet metal is bend along a straight line
between V-shape punch & die.
- For low production.
Edge bending
- Bending of cantilever part of the sheet
around die edge.
- Pressure pad required.
Channel Bending & U Bending
Bottoming
Coining
Rotary bending
 Drawing
Deep Drawing
Forming of sheets into convex & concave shapes.
Eg.- automotive fuel tanks, kitchen sinks,
two-piece aluminum cans.
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
•
Stamping
Metal Stamping is a process that use dies to transform
flat metal sheets into shapes
• Embossing - The material is stretched into a shallow
depression. Used primarily for adding decorative
patterns
Embossing
 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
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.

W1 = 1.5X stock thickness.
L = 5 x W is maximum depth,
should be less if possible.
L1 = 5 x W is maximum length,
should be less if 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.
 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.

FORM HEIGHT

• 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

• 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
thickness. In the case of stainless
steels, it should be 2 times the
material thickness.

• Minimum wall thickness (distance from hole to

edge or hole to hole) should be at least 2 times stock
thickness.
• 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 long slots, the distance

should be 4 × the stock
thickness + bend
radius.
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 Arc 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.
8. 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.e. Reduce length of ear on large panels such
as body side.

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 prevent a wrinkled edge on flanges at the corners.

28. Flange height is to be 3T minimum.

29. Provide an offset where applicable to achieve a satisfactory flange condition.

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.

31. Minimum radius in corners of apertures to be R1.

32. Types of location holes.

33. Provide toy tabs for initial body assembly.

34. Gauge holes to be plunged in same direction.

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.
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
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.
45. Hemming allowance.
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.
Painting point of view.

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.
•THANK YOU