Body in White (BIW) design using CATIA V5
AIM:- To learn primary idea about BIW workflow process and create BIW parts using CATIA V5.
OBJECTIVE:-
- BIW Introduction and workflow.
- BIW part design process.
- working on B-Pillar and cantrail mastersection.
SOFTWARE USED:- CATIA V5 and NX 12
INTRODUCTION:-
The Body-in-White course flow is designed to map to a general product development process. The lessons and projects are presented in the context of the overall design process, with references to those real influences which drive the BIW definition.
The diagram below describes the entire development process, and shows the interplay between the development phases. Each of the items shown is discussed in detail in the course documentation. Briefly, Styling is where the concept of the finished vehicle is presented, and outer surface data is produced, showing the product that is intended to be sold to the customer. This is then used by others to develop Interface data, which connects the styling surface to everything else which makes up a finished vehicle. The interface data is then used to define and develop all Detailed part and subassembly data (in this course, that detailed data will be Body-In-White components). Once the detailed data is finalized (or nearly finalized), the Design Changes begin to occur.
The overlapping seen in the diagram represents the fact that one phase doesn’t start exactly where the last one ends. For instance, work often starts on detail part creation while the interface references are still being developed. Issues found in the detail design phase may even cause adjustments to the interface data. Constant communication occurs between the people involved in all of these phases, leading to many changes throughout the process.
The second diagram below shows the same items as the diagram just discussed, except in a purely sequential format. This shows how the course topics actually appear in the course outline. In other words, the regions showing Creating Pads & Pockets, Creating Flanges, Creating Cutouts, Creating Beads & Darts, Fillets & Rounds, and Joining Assembly Structures, as shown, can occur simultaneously (with much interplay between them) in real life.
What is Body-in-White?
BIW can be defined as the skeleton of a vehicle. The BIW is the structural sheet metal that supports the outer panels of the vehicle and the overall shell of the vehicle. In early days, this structure was a white color before paint. Today, the color is more of a gray color due to an acid cleansing but the name has not changed.
This structure of a vehicle is mostly unnoticed by the consumer but plays a vital role in the strength and structure of a vehicle. The body of an automobile is organized dependent on the number of designed systems such as doors, seat arrangements, and roof structure. In a standard vehicle, pillars are labeled A, B, and C on each side of the body side outer panel. These pillars conventionally support the roof and doors. A SUV may require a D-pillar. When it comes to a convertible design, the retractable fabric tops rely on the pillar at the side of the windshield for upper body support since the convertible mechanisms and glass areas are nonstructural. Normally a body structure is designed around a three- to six-year cycle with mainly minor revisions during the design cycle.
A vehicle programs design will continuously evolve but will gradually taper off during later stages and product release. At some point in the design phase no additional changes will be made. At this point in the program the design is typically called frozen. This usually occurs when design phase requires hard tooling (dies) to be cut. After the tooling is made the design change cost rises sufficiently due to issues requiring tooling modification.
Common Terminology:-
A surface designed free from inflections or distortions that are able to reflect light in smooth continuous manner. Most all visible portions of a vehicle are designed to a Class A quality. This includes the entire exterior painted surface, trim, emblems, and glass. The interior surfaces include the complete visible instrument panel, door trim, close out panels, head liner, carpet, and console. In the images below, Class A surfaces are on the complete vehicle exterior surface and all visible interior surfaces.
A Class B surface is something that is not always visible. E.g., the underside of a fascia that you would have to bend down to see, door shut faces, or the underside of hood and engine box area. In the image below Class B painted surfaces are visible inside the door surround shown in red.
The beltline is the styling line that runs across the vehicle through the base of the side window. This line affects the overall appearance of a design. The term beltline refers to the horizontal midline of the vehicle design.
The greenhouse is the portion of a vehicle above the beltline from windshield to rear window including pillars. A low beltline would create a tall greenhouse whereas a high beltline creates a short greenhouse.
This is the actual visual area of outer perimeter clear glass as viewed from inside of the vehicle and not the total glass surface area. On all vehicles there is a portion of the glass area that is blacked out or heavily tinted to conceal interior trim joints or weld seams from outside view.
The H point is the hip position of the occupant of a vehicle, specifically the pivot point between the upper leg and torso of the body. In automotive interior design the 50% percentile male occupant is used as a standard for this measurement. The H –point is the relative height of the seating position and can affect the overall design of a vehicle, including roof height, aerodynamics, visibility, comfort, ease of entry and exit, interior packaging, safety, restraint design and collision performance.
Tumblehome describes the inward and upward slope of a vehicle body design above the beltline or the greenhouse area.
This is a comprehensive list of every component used to assemble a vehicle. The BoM is typically broken down into specific sections or areas of the vehicle for ease of identification.
This refers to the exposed or visible surface of a panel or area in vehicle design.
This refers to the non-visible side of a component.
The vehicle Ingress / Egress is the ability to get into and out of a vehicle. Many factors in the vehicle design contribute to this action, some of these include, door height and width, roof height, seating position, type of seat design, vehicle ride height, and if the vehicle is of a two or four door design. It is possible to have a beautifully designed and eye appealing vehicle but the average operator has a very difficult time getting into it. A vehicle could have a wonderfully appointed and plush interior that only five percent of the drivers find comfortable. All parts and attributes of a design must flow together to make a truly desirable vehicle that consumers want to purchase.
Typical Body-in-White Components:-
- Body Side Outer – This structural panel is comprised of a roof ring profile, A pillar, B pillar, C pillar, rocker panel, and a rear quarter panel. It is one of the largest and most complex structural panel designs in the vehicle.
- Roof Inner – The roof inner panel is a structural member that supports the outer roof panel and ties into the body side outer panel.
- Pillars – The pillars are the vertical members that support the side of the vehicle, roof, underbody, windshield, and doors. Pillars play a key role in the structural strength and safety of the vehicle. Primary pillars are labeled A, B, and C. The A pillar is the one that is located in front and profiles the windshield. The B pillar is the second vertical member that supports the mid area of the body shell between a front door and rear door. The C pillar is located in the rear and profiles the rear deck and door.
- Fenders – Fenders are on the side of the vehicle. Under the outer skin/panel of the fender is the structural panel, which supports the attachment of the outer skin/panel and gives rigid support to the overall vehicle.
- Deck/Trunk Lids – The deck is the structural area in the rear of the vehicle that covers the trunk.
- Hood – The hood is the panel that covers the engine compartment and is a critical structural design. It's important that it not only supports itself but it must be designed to buckle yet stay attached and not penetrate through the vehicle windshield during front-end collisions.
- Closures – Closures, which consist of the vehicle doors, are a full structural panel covered by the outer skin/panel of the vehicle. The doors must withstand side impact and help guard against foreign objects coming into the vehicle. The doors structural design helps to hold side window, speakers, and electrical units.
- Radiator Support – The radiator support is located in the front of the vehicle. It's designed to support the radiator component and provide structural support to the front end.
- Front of Dash – Front of Dash, located in the rear of the engine compartment, is one of the most important structural panels designed. It must support many things, such as, the A pillar, windshield, body shell, side front fenders, instrument panel, brake master cylinder, AC motor and condenser, electrical, steering wheel column, brake / gas / clutch pedals, and air cowl. However, the most important job is to protect the occupants.
- Underbody – The underbody panel is the largest of the panels and is used to support and attach the majority of the vehicle to the frame. It is the lower area of the vehicle in which seats, body side outer, front of dash, and other components are attached. Made up of floor pan and rear compartment pan.
- Cowl – The cowl is the area located between the base of the windshield and the trailing edge of the hood. This panel typically has the openings for the windshield wiper mechanism and the intake air for the cabin HVAC (heating, ventilation, & air conditioning) fresh air.
- Bars – 1, 2, or 3 floor mounted crossbars for strength and component attachment. The floor mounted crossbars or cross members, typically consist of hat section stampings that are permanently attached to the underbody to provide bending and torsional strength to the vehicle. These members can be mounted in both transverse and longitudinally to the underbody and are an integral part of the vehicle safety crash requirements.
- Roof Rail – The roof rail is the portion of the body side assembly that extends from the top of the windshield to the base of the rear glass. This area typically consists of several stampings welded together to form a box section of considerable strength. The roof rail also provides the attachment points for the front and rear header, roof bows, and roof top to complete the upper body structure.
- Header – Front and Rear header – The front and rear headers are the structures at the leading and trailing edge of the roof top panel that connect the right and left body sides together and provide the attachment surface for the top edge of the windshield and back glass to the body. The headers are also an integral part of the vehicle safety structure in roof crush situations.
- Roof Top – The roof top is the visible external Class A surface that closes out the top of the vehicle. The roof top can be manufactured from many different types of material ranging from steel, aluminum, composites, to fabric or combinations of each.
- Roof Bow – A roof bow is a metal structure, typically made from a stamping, that connects the right and left body sides and supports the roof top panel.
BIW Modeling Approach:-
A final design can be achieved using a variety of modeling approaches. A modeling approach is the modeling techniques utilized to produce a math model. This includes which features and/or what type of features are used in its creation. For instance, a solid modeling or surfaced based approach is a distinct method that can be used to create identical math models in appearance. Although internally specific circumstances may influence advantages and/or disadvantages one approach has over the other. A hybrid method is also available which allows the combination of surface and solid geometry together. Regardless of method, NX offers many feature commands that produce solids or surfaces. Several NX feature commands are universal since they can produce solid or sheet body geometry.
Many factors influence modeling approach. Major influences such as manufacturing requirements, downstream users, reference data, and ability to update are some factors which should always be considered. Other influences such as file size and feature count may also be important. In most cases, developing a clean, organized, parametric, and accurate model is most important.
Modeling methods typically include curve data as inputs for creation. Curves can be and are often the driving force behind a model. It is important to understand the multiple types of curves available in NX and the advantages/disadvantages of each.
Three forms of curves are available which include non-associative curves, associative curves, and sketch curves. Each form may visually appear identical within the graphics window, but react differently during development and modification of a model. Care should be taken as it is common for one type of curve form to be created unintentionally. This is common when the Settings pane of a dialog is not reviewed during a curve creation command. Design intent will determine which form of curves is best suited for a modeling scenario.
Non-associative curves are curves that have no parametric history. These curves are non-feature curves which do not display in the Part Navigator like other standard features. These types of curves can drive associative parametric features even though they are non-associative themselves.
Non-associative curves can be edited using edit functions found within the Edit > Curve menu on Top Border Bar. Double-clicking a curve will also allow modification.
Some popular functions that automatically create non-associative curves include Basics Curves, Ellipse, General Conic, Rectangle, and Extract among others. Other commands such as Line, Arc/Circle, Bridge Curve, among others can create non-associative curves if Associative is disabled within the Settings pane.
The disadvantage of non-associative curves is the level to which parametric modeling can be achieved. These types of curves are limited since no parametric intelligence is recorded. For example, if a line is drawn between two points, and the points are moved, the line does not update to the new location. The line would need to be manually modified to move the line to the new point locations. Non-associative curves are often used when working with legacy data.
Having no associativity can also be an advantage in some scenarios. Non-associative curves are sometimes used to reverse engineer models. Curves can be created quickly to match specific reference data. Once complete the reference data can be removed without affecting the created curves. Non-associative curves can then be converted to sketches if desired.
Associative Curves are curves that retain parametric history. These types of curves record and maintain creation inputs which update automatically. The level of parametric abilities is limitless. Each curve is considered a feature which is listed in the Part Navigator.
All aspects of associative curves can be edited. Some curve commands with associative ability include Line, Arc/Circle, Studio Spline, Helix, Offset, and Bridge Curve among many others.
The disadvantage of associative curves may depend on its use and purpose. If associative curves are used to create profile strings, a long listed history-tree may be produced. Many features will need to be managed. Additionally each feature's timestamp is preserved which means the creation order of each feature is recorded. This can make editing more cumbersome. For example if Line (2) is modified notice Line (1) does not update. This is because Line (1) was created first and therefore does not have an associative link to Line (2). Reordering features is often necessary in this type scenario.
Sketches from a parametric stand point have the most advantages. Sketches are placed on a desired plane or path. Sketches have similar abilities of associative curves plus more. Each curve element is consolidated into one sketch feature which avoids timestamp problems. A choice of two environments can be used to develop sketches which include many functions to trim, extend, copy, transform, and mirror sketch curves among many others. Dimensional and geometric constraints are created to control all aspects of curves in any desired tactic to capture true design intent. Auto-constraining and dimensioning are also available to create sketches quickly.
Sketches also have the advantage of how children features are linked to the curve data. Selection rules are available which allow specific parametric levels of associativity. (see Selection Intent within Lesson 4)
Disadvantages of sketches are relative to the user and/or design requirements. Many experienced users differ in opinion when describing any sketch disadvantages. One typical objection is scenarios where advanced parametric design is not required. For example, standard parts or models that are reversed engineered may never need modifications. This scenario may prove too much for sketches. In these types of circumstances, sketches may contain too much parametric ability that is not necessary. Some added time may be added in model creation. Another disadvantage may be that sketches are only 2D, although utilizing sketches and associative curves together can resolve many 3D curve creation requirements.
Deciding what curve type to use should be based on each individual design intent and requirements of a design. Overall sketches have the most parametric advantages; therefore sketches are typically the recommended choice of curve creation. Generally most design scenarios benefit from parametric techniques which heavily support the use of sketches.
Creating a BIW structure using a solid approach involves the creation of solid features in which the shape of one side of metal is developed. Typically a large solid is created to capture all required faces. Once the solid is complete, the Shell command is then applied to create the sheet metal thickness.
This modeling method works well with parts that are prismatic in shape. Structures that have complex bends, forms, or other advanced characteristics may require an alternate modeling technique. A general rule to follow is to add fillets before the Shell. This allows the Shell to create fillets on the opposite side of metal. Creating a single solid with one Shell feature likely will produce a clean, consistent model.
Disadvantages include the chance of creating unintentional knife edges or inconsistent metal thickness. If the pre-shelled solid contains corners that are not 90°, the final solid will maintain the same angle causing a knife edged corner. Additionally a fillet or other formed shape may be added after a Shell causing a non-uniform sheet metal thickness.
Structures with complex forms may benefit using a surface-based modeling technique. Creating individual surfaces of complex forms then combining them together can be a much more efficient approach. Common functions such as Variational Sweep, Emboss, Trim and Extend, and Law Extension among others can be used to create a surfaced based model. (These functions are described in more detail throughout this course.)
Once all sheet bodies are combined together to form a final surface, the Thicken command is applied to create the sheet metal thickness. This creates a solid body with uniform material thickness and no possibility of knife edges. Corner fillets and any finishing features can then be added to the solid.
Surfaced-based models can reduce the amount of features and geometry needed to develop a model. This reduces time and effort in the development and modification throughout the life cycle of a design.
Note: The term surface and sheet body are universal terms which refer to a body with zero thickness. A surface / sheet body can be made up of multiple faces or a single face. The following shows an example of both.
Hybrid modeling is a design approach consisting of combining the surface and solid-based modeling approach together. This typically involves developing a surface, and then using solid features to help shape areas that may have prismatic simplified shapes. For example a Floor Pan is mainly a large flat sheet metal panel with some complexity, but has many simple primitive shaped forms. The following image shows a simplified Floor Plan utilizing a hybrid modeling approach..
The Emboss Sheet command along with Boolean operations can add the solid shapes into the main surface.
NX offers a vast variety of command features in which many produce similar results. Two alike functions typically will have some aspect which will make it unique to one another. The ability to recognize and determine the best strategy for a design may take time to develop.
Styling Data:-
The first stage to BIW is to produce the outer body shell. Methods used for this include software programs which simulate surface creation. Also the use of clay has been used in the automotive industry for decades. In conjunction with this studio work, the design engineer must also get engaged to start developing the engineering criteria for component areas of the vehicle in order to meet the allotted lead-time for the project. At this point the engineer is gathering preliminary information on the size and shape of the part directly from the studio model (ie: math data, clay, etc). 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 too many minor changes.
Once this stage of engineering design is complete, the clay (if used) is then digitally scanned to help produce CAD 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 data. 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. As we stated earlier, the structural panel is one of the most important engineering designs in the vehicle. It must be designed to hold the vehicle together and support adjacent components.
The image below is an example of scanned styling data.
Because of its early development, scanned data is often supplied in a rough styling format. This format is imperfect data but maintains the theme of the design. It becomes necessary for developers to create high quality surfaces within specific tolerances of scanned data. Factors such as incomplete data, concurrent development, and/or foreign translated geometry may cause incomplete or imperfect reference data. This reference data is often needed for development of BIW components. Common practices require the identification and correction of imperfect geometry to produce a clean, smooth, error-free design. For example, during the development of a new BIW panel, a trim surface needs to be offset from an outer body panel. The body panel was created in another program then translated causing imperfections. Correcting this data will intern allow the new BIW panel to be developed with clean data.
Multiple forms of CAD data are compatible using NX and can be referenced by importing. Select the desired format from the File tab > Import menu.
STEP and IGES are the most popular formats utilized in the automotive industry. These two are neutral formats supported by most competing CAD programs. IGES is a surface based format. STEP is mainly used as a solid based format but surfaces can also be part of a STEP.
My Project using CATIA V5 :-
1. ROUGH SHAPE ENVELOPE :-
2. CLEAN EDGE APPROACH :-
3. FLANGES CREATION:-
4. STAMPED FLANGE CREATION:-
5. CREATION OF DEPRESSION:-
6. DOOR INNER PANEL RAINFORCEMENT:-
7. B-PILLAR AND CANTRAIL MASTERSECTION CREATION:-
REFERENCE:-
https://www.youtube.com/watch?v=maQuyJEzo5c&t=898s
CONCLUSION:-
In this way I learn basic knowledge about BIW part design process using CATIA V5.