Design and Optimisation of Body in White of a four-wheel vehicle

doi:10.21203/rs.3.rs-4832694/v1

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Design and Optimisation of Body in White of a four-wheel vehicle

https://doi.org/10.21203/rs.3.rs-4832694/v1

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The Body in White (BIW) is a critical component in automobile design, providing essential structural integrity to withstand various loads and stresses during vehicle operation. This paper presents the simulation and analysis of a BIW chassis for a Bolero vehicle using finite element (FE) analysis to evaluate its performance under different loading and boundary conditions. The study focuses on structural and crash analysis to ensure high-quality vehicles that offer adequate protection to passengers during accidents.

A geometrical model of the BIW chassis was designed using CATIA V5 software, and simulations were conducted using Ansys Workbench. Modal analysis was performed to observe natural frequencies and mode shapes, while the deformation and stress induced during side and frontal impacts were analyzed. The materials considered for the BIW structure included CP Steel, Duralumin, and a combination of both. A parametric study on weight optimization was conducted, determining the thickness of structural members based on allowable stress and deformation to ensure structural integrity and performance.

The results showed an 18.6% reduction in vehicle weight using a combination of Duralumin (dominating in reinforcement parts) and CP Steel (in other areas). The combined material structure demonstrated less deformation in static structure, side crash, and frontal impact scenarios compared to using either material individually at 1.2mm thickness. Additionally, stress levels were observed to be comparatively lower.

BIW

FE Analysis

Crash Simulation

CATIA V5

Ansys Workbench

Weight Optimization

"Body in White" (BIW) is a key stage in car manufacturing where the vehicle's sheet metal components are assembled using welding, riveting, and adhesives before painting. This phase is crucial as it establishes the vehicle's structural integrity, safety, and quality. Mastering BIW can significantly enhance vehicle performance, manufacturing efficiency, and cost-effectiveness [1][2].

Traditionally, BIW focused on creating a strong and rigid structure to handle driving stresses and protect passengers in a collision. Nowadays, there is a greater emphasis on reducing the weight of the BIW to improve fuel efficiency and lower emissions while maintaining safety and durability. This shift is driven by environmental regulations, high fuel costs, and consumer demand for efficient vehicles.

Optimizing BIW involves balancing material selection, design, manufacturing processes, and cost. Each factor critically influences the final BIW characteristics and overall vehicle performance. For example, choosing the right materials can affect the BIW's weight, strength, and cost, while its design impacts aerodynamics, crashworthiness, and manufacturability [3].

Material choice is vital for BIW optimization. Although steel has traditionally been used for its strength and affordability, new materials like high-strength steel, aluminum, magnesium, and composites offer benefits such as reduced weight and improved strength. These materials, however, introduce new manufacturing and cost challenges.

Advanced computer-aided engineering (CAE) tools help in BIW design optimization by simulating and analyzing various design alternatives. These tools enable engineers to assess different design parameters, such as geometry, material properties, and joining methods, to find the best design that meets performance criteria while minimizing weight and cost. New manufacturing technologies like laser welding, adhesive bonding, and 3D printing also enhance precision and flexibility but require investment in new equipment and workforce training. Balancing these factors with cost considerations ensures that the BIW is efficient, sustainable, and cost-effective.

2.1 Modelling

The modelling project undertaken involves the BIW structure for a vehicle using CAD software, CATIA V5. "Body in White" refers to the stage in automotive manufacturing where a car's sheet metal components are welded together before adding moving parts, paint, trim, and other elements. The Mahindra Bolero, a popular SUV [4] known for its robust build and practicality, served as the primary reference for this model.

The initial step in the project was to gather precise dimensions of the Bolero, including its length, width, and height. These dimensions are crucial as they form the foundational framework upon which the entire BIW structure is built. Incorporating the Bolero's overall dimensions into the CATIA V5 environment ensured that the model's proportions and scale were accurate.

By accurately modelling the BIW structure using the specifications of the Mahindra Bolero, this project aims to achieve a balance between weight reduction and maintaining the necessary strength and stiffness. This balance is essential for ensuring the vehicle's safety and performance while also enhancing fuel efficiency and reducing emissions.

Below are the specifications such as height, length, and width of the components, along with an isometric view in the CATIA V5 software interface, providing a comprehensive understanding of the model's design and scale.

In CATIA V5, I started modelling the pillars. A, B, and C which are integral for maintaining the structural integrity of the vehicle. These pillars were placed at precise intervals, correlating with the specified dimensions and ensuring they provided adequate support and rigidity to the structure.

Following the pillars, I designed the roof structure. Given that the Bolero is known for its rugged design, it was essential to replicate the roof's sturdy characteristics. The roof beams and cross-members were designed to not only provide support but also to distribute the load effectively in case of a rollover, thereby enhancing the safety of the vehicle. Throughout the modelling process, I paid special attention to the joints and weld points. These are crucial in real-life manufacturing as they ensure the components are securely attached, providing overall rigidity and durability to the vehicle. In CATIA V5, I simulated these joints to ensure they would perform as expected under various stress conditions.

The use of CATIA V5 allowed for precise control over the design process, enabling me to create a highly detailed and accurate representation of the BIW structure. This model serves as a crucial step in understanding and analysing the vehicle's design, providing insights that are essential for further development and optimization.

2.2 MATERIAL SELECTION

The selection of materials for Body in White (BIW) is crucial for a vehicle's performance, safety, and efficiency. Historically, steel, particularly mild steel, dominated BIW due to its strength, durability, and low cost, providing essential structural support. However, as the demand for lighter, more fuel-efficient vehicles increased, the limitations of mild steel became evident. This shift has driven the automotive industry to explore modern materials such as high-strength steel, aluminum, magnesium, and composites, which offer better strength-to-weight ratios but also present new manufacturing and cost challenges.

2.2.1 C P Steel

Complex phase steels, similar to TRIP steels but with less retained austenite, feature fine precipitates and a high volume of hard phases within a fine microstructure of ferrite. These steels are precipitation-hardened using niobium, titanium, and/or vanadium, achieving very high strengths of 800 MPa and above. While not as formable as TRIP steels, they offer better weldability and lower costs due to reduced alloy content. This development marks a significant evolution in automotive steel, with most steels used in new vehicles today being unavailable a decade ago. The automotive and steel industries are rapidly advancing in steel manufacturing, with no signs of slowing down.

Table 1

Material properties of CP Steel
Property	Value
Density (kg^m3)	7850
Young’s modulus (Pa)	2.1E + 11
Poisons ratio	0.33
Tensile strength (MPa)	800 .1200

2.2.2 Duralumin

Duralumin is a notable aluminum alloy, first developed in the early 20th century by the German company Dürener Metallwerke AG, that combines aluminum with copper, and sometimes magnesium and manganese, to create a lightweight yet strong material. Its introduction revolutionized aircraft construction by significantly reducing weight without sacrificing strength or durability. Known for its high tensile strength, corrosion resistance, and machinability, Duralumin was crucial in early aviation and remains widely used today in modern aircraft, automotive parts, and some sporting goods. Its impact on materials science and engineering underscores its ongoing relevance and influence across various industries.

Table 2

Material properties of Duralumin
Property	Value
Density (kg^m3)	2800
Young’s modulus (Pa)	7.6E + 10
Poisons ratio	0.33
Tensile strength (MPa)	730
Compressive strength (MPa)	460

2.3 Regulatory Standards

2.3.1 Initial design

In body-in-white (BIW) design, vehicle dimensions are crucial for determining the overall structure and layout. The Mahindra Bolero, with its length of 3995 mm and width of 1745 mm, offers key reference points for designers. These dimensions provide ample interior space and allow for the integration of essential components like the powertrain and safety systems, while also ensuring stability and handling. By incorporating the Bolero’s specifications, BIW designers can address packaging challenges, integrate necessary parts, and maintain the vehicle's aesthetic and performance goals, making these dimensions a valuable guide in creating efficient and effective BIW designs.

2.3.2 Crashworthiness standards

The Bharat New Car Assessment Program (Bharat NCAP) is set to significantly enhance automotive safety standards in India by compelling manufacturers to prioritize safety in their designs. This initiative involves rigorous testing of vehicles, providing consumers with clear safety ratings to make informed choices and driving automakers to invest in advanced safety technologies. The result will be improved vehicle safety, reduced road accidents, and a more competitive and innovative automotive industry.

All cars undergo front. and side impact testing, which includes

64kmph Front impact test
50kmph Side impact test
29kmph optional Pole impact test
40kmph child and adult pedestrian impact tests.

2.4 FE Analysis

2.4.1 Parametric Study in Ansys

A parametric study in ANSYS is a method used to explore how changes in design variables affect performance. Instead of creating and testing multiple models, this approach allows you to define a range of values for parameters like material types or dimensions and let ANSYS automatically run simulations for each variation. For example, in this project I have made thickness as a varying parameter and analysis has been done accordingly. This process provides valuable insights into design trends and relationships, helping to optimize the design efficiently while saving time and resources.

2.4.2 Static structural Analysis

In static structural analysis, we focus on bending and torsional stiffness. Bending stiffness measures how well a structure resists deformation under load, crucial for ensuring components like beams and shafts don't bend excessively. Torsional stiffness evaluates a structure's resistance to twisting, important for elements such as drive shafts and frames where twisting loads are significant. By using tools like ANSYS to simulate these conditions, engineers can predict a structure's behaviour, identify potential weaknesses, and refine designs to enhance safety and reliability.

Boundary condition for static structural

Table 3

boundary condition for static structural condition
	Front End	Rear End	Loads
Bending (Pitching)	• Rotation about x is free • Remaining DOF are constrained	• Rotation about x and translation about y is free. • Remaining DOF are constrained.	10kN
Rotation about z (Steering)	• Rotation about z is free • Remaining DOF are constrained	• Rotation about z and translation about x is free. • Remaining DOF are constrained.	2000Nm is applied in y direction
Rotation about y (Rolling)	• Rotation about y is free • Remaining DOF are constrained	• Rotation about y and translation about xis free. • Remaining DOF are constrained.	2000Nm is applied in z direction.

2.4.3 Explicit Dynamic Analysis

In this, the explicit dynamic analysis results are discussed mainly focussing on side crash and frontal crash analysis.

2.4.3.1 Side Crash analysis

I conducted an explicit dynamic crash analysis using ANSYS to simulate a collision, where a point mass traveling at 50 km/h impacts a stationary car over a brief 0.01-second interval. I set up the boundary conditions to reflect the impact velocity and monitored key indicators like equivalent stress, average stress, and total deformation throughout the simulation. This analysis helps assess the car's structural integrity and safety during a collision, providing valuable data for design improvements and enhancing vehicle safety.

Table 4

Side crash analysis setting
Definition
Pre.Stress Environment	None Available
Pressure Initialization	From Deformed State
Input Type	Velocity
Define By	Components
Coordinate System	Global Coordinate System
X Component	13888.9 mm/s
Y Component	0 mm/s
Z Component	0 mm/s

2.4.3.2 Frontal Crash analysis

I performed an explicit dynamic analysis to simulate a frontal crash, where a car traveling at 65 km/h impacts a stationary vehicle over 0.01 seconds. In ANSYS, I set the boundary conditions with the stationary car's base fixed and applied the specified velocity to the moving car. During the simulation, I tracked key metrics like equivalent stress, average stress, and total deformation to assess the vehicle's structural integrity and safety. The results will help in refining the design and improving overall vehicle safety.

Table 5

Frontal crash analysis setting
Definition
Pre.Stress Environment	None Available
Pressure Initialization	From Deformed State
Input Type	Velocity
Define By	Components
Coordinate System	Global Coordinate System
X Component	0 mm/s
Y Component	18055.6 mm/s
Z Component	0 mm/s

3.1 Variation of weight with change in thickness.

I have applied varying thicknesses from 2mm to 0.8mm for CP Steel, Duralumin and combination of both to the Body-in-White (BIW) structure, leading to notable changes in weight. The adjustments in thickness have resulted in a clear variation in the overall weight of the structure, the variation of mass is tabulated in Table 6.

Table 6

Mass reduction as change in thickness
Weight in kg
	CPSTEEL	DURALUMIN	COMB OF BOTH
2mm	315.864	112.6648585	257.1005299
1.8mm	284.2776	101.3983727	231.3904769
1.5mm	236.898	84.49864388	192.8253974
1.2mm	189.5184	67.5989151	154.2603179
1mm	157.932	56.33242925	128.5502649
0.8mm	126.3456	45.0659434	102.8402119

3.2 Static structural analysis

3.2.1 Bending (Pitching)

The analysis of CP Steel, Duralumin, and a combination of both materials under bending load conditions was conducted using Ansys software. The study varied thicknesses from 2mm to 0.8mm, assessing total deformation, and maximum stress. The results, summarized in Table 7, reveal how each material deforms under the given conditions, providing a clear comparison across the different thicknesses.

Table 7

Total deformation for bending
Deformation (mm)
	CP Steel	Duralumin	Combination of both
2mm	0.8775	2.388634171	1.049233348
1.8mm	1.185819	3.227001644	1.407095332
1.5mm	2.005707	5.455960493	2.348646613
1.2mm	3.839159	10.43943711	4.424161001
1mm	6.545312	17.79411534	7.450294072
0.8mm	12.60255	34.25507069	14.15051038

The maximum stress for CP Steel, Duralumin and Combination of both in static structural analysis under bending load conditions by varying thickness from 2mm to 0.8mm are listed in the Table 8.

Table 8

Maximum stress for Bending
Max Stress (Mpa)
	CP Steel	Duralumin	Combination of both
2mm	22.70126	22.85937188	24.94743685
1.8mm	28.02854	28.22079869	30.39742833
1.5mm	40.33882	40.60889322	42.67111655
1.2mm	62.94133	63.35190375	64.39314061
1mm	90.54058	91.12081964	89.97158158
0.8mm	141.3649	142.256114	135.3640232

3.2.2 Steering (Rotation about z)

Analysis has been done for CP Steel, Duralumin and Combination of both in static structural analysis under rotation about y axis load conditions by varying thickness. These are analysed through parametric study in Ansys software and plotted all result, which are Total deformation, Maximum stress and Average stress in a graphical representation as well as in tabular form.

The total deformation for CP Steel, Duralumin and Combination of both in static structural analysis under rotation about z axis load conditions by varying thickness from 2mm to 0.8mm are listed in the Table 9.

Table 9

Total deformation for Rotation about z axis
ROTATION ABOUT Z
Deformation (mm)
	CP Steel	Duralumin	Combination of both
2mm	20.07795	55.39735367	52.10037661
1.8mm	21.33344	58.85605692	55.64801785
1.5mm	24.49789	67.58789224	46.56010163
1.2mm	29.14195	80.4032136	55.2564273
1mm	33.59551	92.69643285	63.5911821
0.8mm	40.09192	110.6305623	75.71754466

The maximum stress for CP Steel, Duralumin and Combination of both in static structural analysis under rotation about z axis load conditions by varying thickness from 2mm to 0.8mm are listed in the Table 10.

Table 10

Maximum stress for Rotation about z axis
Max Stress (Mpa)
	CP Steel	Duralumin	Combination of both
2mm	130.4015	128.1626981	253.4962005
1.8mm	135.9969	133.6726651	275.6989505
1.5mm	157.1254	155.7858887	228.2523635
1.2mm	194.0688	192.4508286	268.1012484
1mm	227.7074	225.8216056	312.5809553
0.8mm	273.3145	271.0252927	370.7805166

3.2.3 Rolling (Rotation about y)

The total deformation for CP Steel, Duralumin and Combination of both in static structural analysis under rotation about y axis load conditions by varying thickness from 2mm to 0.8mm are listed in the Table 11.

Table 11

Maximum deformation of rotation about y (Rolling)
ROTATION ABOUT y (Rolling)
Deformation (mm)
	CP Steel	Duralumin	Combination of both
2mm	11.77348	29.75209807	22.08315848
1.8mm	12.89021	32.31088027	23.32235212
1.5mm	15.1929	37.64866816	20.28585349
1.2mm	18.42821	46.99982189	24.06677257
1mm	21.38353	56.34652809	28.77808738
0.8mm	25.44515	69.76991037	35.6883689

The maximum stress for CP Steel, Duralumin and Combination of both in static structural analysis under rotation about y axis load conditions by varying thickness from 2mm to 0.8mm are listed in the Table 12.

Table 12

Maximum stress of rotation about y axis
Max Stress (Mpa)
	CP Steel	Duralumin	Combination of both
2mm	274.6353	237.5129713	286.486481
1.8mm	297.6943	260.927732	298.1722309
1.5mm	343.2804	308.3221869	292.1252619
1.2mm	403.1502	374.0838345	362.2351629
1mm	453.0608	431.8912222	429.0661908
0.8mm	514.877	506.3631836	529.0803833

3.3 Modal Analysis

Modal analysis is performed in Ansys workbench and natural frequencies are extracted for three types of modes. The extracted modes are tabulated for CP Steel, Duralumin and Combination of both.

3.3.1 Bending Mode

Bending mode also known as pitching. The natural frequencies are tabulated in Table 13 for three various materials. Analysis has been done for three different materials. These are analysed in Ansys workbench and plotted result, which is natural frequencies and also modal description.

Table 13

Bending Mode modal frequencies
Materials	Mode	Natural Frequencies (Hz)	Modal Description
CP Steel	16	21.869	Bending
Duralumin	16	22.109	Bending
Combination of both	18	23.843	Bending

3.3.2 Steering Mode

Analysis has been done for three different materials. These are analysed in Ansys workbench and plotted result, which is natural frequencies and also modal description. The results are tabulated in Table 14.

Table 14

Steering mode modal frequencies
Materials	Mode	Natural Frequencies (Hz)	Modal Description
CP Steel	11	7.49115	Steering
Duralumin	11	7.4918	Steering
Combination of both	14	7.9942	Steering

3.3.2 Rolling Mode

Analysis has been done for three different materials. These are analysed in Ansys workbench and plotted result, which are natural frequencies and also modal description. The results are tabulated in Table 15.

Table 15

Rolling mode modal frequencies
Materials	Mode	Natural Frequencies (Hz)	Modal Description
CP Steel	11	7.4115	Rolling
Duralumin	11	7.4918	Rolling
Combination of both	11	7.9942	Rolling

3.4 Explicit Dynamic Analysis

3.4.1 Side crash analysis

I conducted an explicit dynamic analysis using different materials at varying thicknesses of 2mm, 1.5mm, 1.2mm, 1.8mm, 1mm, and 0.8mm. The results of these analyses have been compiled into a comprehensive table.

The total deformation values are tabulated in Table 16 for varying thickness

Table 16

Total deformation for side crash analysis
Deformation (mm)
	CP Steel	Duralumin	Combination of both
2mm	124.93	137.8366295	122.8562679
1.8mm	127.31	138.9759051	125.4886494
1.5mm	132.31	140.1870148	130.7853561
1.2mm	135.53	139.15	133.9845041
1mm	137.47	141.0099563	136.1400028
0.8mm	137.82	140.9546731	139.8573798

Maximum stress for side crash analysis is obtained through parametric study in Ansys software, where analysis is done on various thickness starting from 2mm to 0.8mm and the results are tabulated in Table 17.

Table 17

Maximum deformation for side crash analysis
Max Stress (Mpa)
	CP Steel	Duralumin	Combination of both
2mm	4798.1	1783.6	4437.643431
1.8mm	4722.3	1757.1	4413.196683
1.5mm	4610.1	1742.5	4688.699731
1.2mm	4408.6	1632.3	4400.708374
1mm	4136.8	1537	4032.630629
0.8mm	3735.1	1323.2	3500.445659

3.4.2 Frontal crash analysis

I performed a frontal explicit dynamic analysis using various materials at thicknesses of 2mm, 1.2mm and 0.8mm. The findings from these analyses have been organized into a detailed Table 18.

Table 18

Total deformation for frontal impact
Total Deformation (mm)
	CP Steel	Duralumin	Combination of both
2mm	204.18	208.63	196.04
1.2mm	194.2	204.55	186.59
0.8mm	192.45	195.24	189.8

The maximum stress for CP Steel, Duralumin and Combination of both in static structural analysis under bending load conditions by varying thickness 2mm, 1.2mm and 0.8mm are listed in the Table 19

Table 19

Maximum Stress for frontal impact
Maximum Stress (MPa)
	CP Steel	Duralumin	Combination of both
2mm	6603.3	2658.3	4953.5
1.2mm	6553.3	1733.5	3099.1
0.8mm	3305.1	1592.1	2800.5

The Body in White (BIW) structure of the Bolero vehicle was analyzed under static structural, modal, and crashworthiness conditions, varying thicknesses from 2mm to 0.8mm. The static structural analysis showed that for CP Steel, deformation ranged from 0.897mm to 12.602mm with stresses from 22.71MPa to 141.36MPa. For Duralumin, deformation ranged from 2.388mm to 34.255mm with stresses from 22.55MPa to 142.25MPa. The combination of both materials showed deformations from 1.049mm to 14.150mm and stresses from 24.94MPa to 135.36MPa. Modal analysis identified bending, steering, and rolling modes with frequencies of 25.399 Hz, 29.39 Hz, and 8.32 Hz, respectively. In explicit analysis for crashworthiness, CP Steel showed deformations from 124.93mm to 137.82mm and stresses from 4798.1 MPa to 3735.1MPa for side impacts, while frontal impacts ranged from 204.18mm to 192.45mm with stresses from 6603.3MPa to 3305.1MPa. Duralumin exhibited deformations from 137.83mm to 140.95mm and stresses from 1783.6MPa to 1323.2MPa for side impacts, with frontal deformations from 208.63mm to 195.24mm and stresses from 2658.3MPa to 1592.1MPa. The combination material had deformations from 122.85mm to 139.85mm and stresses from 4437.1MPa to 3500.44MPa for side impacts, and from 196.04mm to 180.8mm with stresses from 4953.5MPa to 2800.5MPa for frontal impacts.

The combination of CP Steel and Duralumin with a thickness of 1.2mm proved most effective in reducing deformation and stress in both side and frontal impacts. This configuration was found to be optimal for weight reduction, lowering the vehicle's weight from 189.51kg to 154.26kg, a reduction of 18.6%. Therefore, it is recommended to use Duralumin for reinforcement and CP Steel for other structural members at 1.2mm thickness to achieve a lighter and adequately strong vehicle structure.

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Mahindra Bolero Single Cab Turbo (2006) / Double Cab Turbo - LHD

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Design and Optimisation of Body in White of a four-wheel vehicle

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Abstract

Figures

1. INTRODUCTION

2. METHODOLOGY

2.1 Modelling

2.2 MATERIAL SELECTION

2.2.1 C P Steel

2.2.2 Duralumin

2.3 Regulatory Standards

2.3.1 Initial design

2.3.2 Crashworthiness standards

2.4 FE Analysis

2.4.1 Parametric Study in Ansys

2.4.2 Static structural Analysis

2.4.3 Explicit Dynamic Analysis

2.4.3.1 Side Crash analysis

2.4.3.2 Frontal Crash analysis

3. RESULT AND DISCUSSIONS

3.1 Variation of weight with change in thickness.

3.2 Static structural analysis

3.2.1 Bending (Pitching)

3.2.2 Steering (Rotation about z)

3.2.3 Rolling (Rotation about y)

3.3 Modal Analysis

3.3.1 Bending Mode

3.3.2 Steering Mode

3.3.2 Rolling Mode

3.4 Explicit Dynamic Analysis

3.4.1 Side crash analysis

3.4.2 Frontal crash analysis

4 CONCLUSIONS

References

Status:

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