Chapter-1

Introduction
The CAD process alone will not fulfill the Original Equipment
Manufacturer's (OEM) requirements. The engineering that goes into
designing the automotive part is the most vital aspect. Hence, in this
report, we will also be able to recognize the fine line between
designing and engineering.

1.1 Basics of Car Bodies

A lot of engineering goes into the sheet metal panels of a passenger
car, which is why they are often deemed to be the most critical
component in the automotive sector.
Depending on the construction of the body panels, they are divided
into two types:
1. Body-on-frame
2. Monocoque or uni body

Frame

The body-on-frame type has a rigid reinforced frame at the bottom

over which the body panels are built.

On the other hand, in the monocoque type construction, the floor

panel itself acts as a frame and is integrated with the body built
above it.
Weight

The body-on-frame type of construction significantly increases

weight. It is mostly used in larger vehicles like heavy-duty trucks or
vans.

In comparison, the unibody construction is favoured by regular

passenger cars because of the substantial reduction in weight as well
as improved performance.

Main Feature

The body-on-frame emphasizes the rigidity and structural integrity of

the vehicle by having the walls of the components thicker and
heavier.

In contrast, the monocoque structure emphasizes on performance

and comfort. It can dissipate energy across the entire body and away
from the passengers in the event of a crash.

1.2 Classification of Car Bodies

Depending upon the outer shape of a car, they can be divided into
various categories like:
 SUV
 Sedan
 Truck
 Minivan
 Convertible
 Coupe
 Wagon
 Luxury
 Crossover
 Hatchback
1.3 What is Body In White(BIW)?
In layman terms, the Body in White (BIW) is a monocoque body that
refers to the integration of the upper body, closure (the center part
of a vehicle), and the floor of a passenger car. It is the stage in the
design and manufacturing process where all the sheet metal parts
and components are joined together.
A BIW structure of a passenger car typically consists of the following:
 High Pressure Cast Aluminium shock tower
 Aluminium Struts
 Other Struts
 Torsional Frame

1.4 Vehicle Development Process

The complete development of a passenger car from scratch to mass
production takes about three to five years on average—a
tremendous improvement when compared to the early days of
automotive development.
Today, a significant part of the simulations, designing, modeling, and
prototyping is done using highly capable and advanced computers
with stellar processing speeds.
The entire vehicle development process can be split into four phases.
The first three phases are very critical in terms of engineering, and as
a design engineer, you will have complete control over them. The
final stages will be affected by various factors, such as the consumer
mindset, marketing, and more.
1. Predesign and Development:
This phase is subdivided into four parts:
  Benchmarking 1: Comparing two or more products and
processes of the competitors to adopt them into your
business.
 Concept Preparation: This is the process of preparing and
verifying a concept obtained from a stylist or an artist.
 Carryover Study: This goes hand-in-hand with concept
preparation. It involves how and which parts of an
existing product can be translated into the newer version.
An example will be OEMs do not have separate wheel
rims for different cars. Instead, they have a different
standard wheel rim for their platforms.
 Benchmarking 2: This process revisits the entire
predesign and development phase with newer
information and tries to increase optimization with the
data available.
At the end of the predesign phase, automakers get a rough
idea about the budget needed to manufacture the vehicle.
They also understand the budget that should be
appropriated to each team working on the project.
2. Design Engineering:
The design engineering phase has three parts:
 Level 1 CAD Construction: This includes all the necessary
data and design information.
 Level 2 CAD Construction with CAE Feedback: This is a
revision of the first CAD after the feedback from the
engineering or simulation teams.
 Final Data for Blank Release: The final approved design is
set out for prototyping and its manufacturability is
explored.
3. Development Engineering:
This further has four different parts:
  Coordination with suppliers and tooling confirmation
with GD&T
 First level physical par receivable
 Solving concerns raised in the plant and assembly
 Final vehicle validation before the SOP
4. Start of Production (SOP) and Vehicle Market Survey:
This is the final stage in vehicle development process. This
includes
 Start of sales and customer feedback
 JDP test and score reduction to improve the quality of
the vehicle
Chapter-2
Hood Design
2.1 Introduction
The hood is a design element and is the part of the body that
borders to the front fenders, front lights, bumper and the plenum
cover. The complete hood consists of an inner and an outer plate
joined together by hemming around the edges of the hood.
Rubber based glue is used in the flange joint as glue between
outer and inner hood and on points as well in the inner plate
pattern as anti-flutter. Today a certain pattern is used in order to
fulfil the requirements for pedestrian safety and total stiffness in
the hood. Front
reinforcement (=lock striker reinforcement) and hinge
reinforcements (steel) are clinched to the inner plate. Spot
welding is used in part assembly of front
reinforcement.

2.2 Purpose of Hood Design

1. Save and safety of purposes inside the car.
2. Cover all engine parts and radiators.
3. Reduce the Air effect due to design aerodynamic shape.
4. provide access to the engine for repair and maintenance.
5. reduces engine noise, providing you with a quieter drive.
6. In Japan and Europe, regulations have come into effect that
place a limit on the severity of pedestrian head injury when
struck by a motor vehicle. This is leading to more advanced
hood designs, as evidenced by multicone hood inner panel
designs as found on the Mazda RX-8 and other vehicles. Other
changes are being made to use the hood as an active structure
and push its surface several centimeters away from the hard
motor components during a pedestrian crash. This may be
achieved by mechanical (spring force) or pyrotechnic devices.

2.3 Hood and Fender Design Requirements

for Head Impact
 The 1st and most important safety requirement to be
considered while designing the Bonnet is the Pedestrian Safety
from a frontal collision.
 The European New Car Assessment Program (Euro NCAP) is a
European car safety performance assessment program which
has developed test specifications and rating systems for
assessing pedestrian injuries during impacts with the front of
vehicles Such tests include a series of tests using impactors
designed to mimic a collision at a speed of 40 km/h. They
describe a situation in which a pedestrian is situated laterally
and a car first hits one of his legs. Tests are conducted on the
leg, upper leg, and most importantly, the head, as head trauma
is most commonly responsible for casualties.
 Thus to avoid severe injuries to the head, the high impact area
for adults and children is subjected to less thickness. Also, no
reinforcement should be provided in that area as, during the
head collision, the hood will absorb the head impact energy
leading to the collapse of the hood and thus protecting the
severe head injury.
 Another important criterion for the hood design is the
protection of the occupants inside the car during the front
collision. The design of the hood should be in such a way that
during the collision, the force should travel in the upward
direction through the embosses and directed towards the body
of the car. Thus protecting the occupants inside.

2.4 Mastic Data Design

The main purpose of the outer panel is for the aesthetic looks.
Thus we cannot use bolts or welding. This has to be done with the
help of the hemming and mastic sealants. Mastic sealants are
elastic compound that behaves like the rubber. It is placed
between the outer and inner panels. Initially is it in paste form,
but after the hot furnace bath, it gets hardened thus joining the
outer and inner panel. Mastic sealant has the tendency to increase
the strength of the panel and has the influence of 80mm diameter.
2.5 Hemming in Outer Hood Panel
Hemming is the process in which the edge is rolled flush to itself,
while a seam joins the edges of two materials. Normally hemming
operations are used to connect parts together, to improve the
appearance of a part, and to reinforce part edges. In hood design,
hemming is used in assembly as a secondary operation after deep
drawing, trimming and flanging operations to join two sheet metal
parts (outer and inner) together. Dimensions of hemming are
given below.

2.6 Embossing Operations

 Embossing is done by pressing a sheet of paper (or another
substrate) into a female die, that has a design engraved or
etched into it. This is usually done with a male counterpart
underneath the paper so that the paper is sandwiched between
the two and the design is transferred to the paper.
 Purpose: Emboss Surface provides flat surfaces between inner
panel and hinge assembly and striker hence help in reducing
NVH.
2.7 Hood Design Steps
1. Master Section

The Master section is already provided by the marketing

team and the manufacturing requirements.
2. Hood Inner Panel Design
 The initial design was created from the master section
that was already provided. Embossing is a metal forming
process for producing raised or sunken designs or relief in
sheet material by means of matched male and female
roller dies, theoretically with no change in metal
thickness. Embosses are created to provide additional
strength and to direct the forces from the front collision
towards the hinge and body of the car.

To furthermore reduce the impact to the occupants inside

the car, additional latch and hinge reinforcement to the
hood. When latch and striker are placed, there is a drop in
strength at that position thus reinforcement is required.
Also, stiffness pads are placed to reduce NVH. Hinge and
latch reinforcement thickness is kept at 1.2 mm but it may
vary.

3. Hinge and Striker

For the proper opening and closing of the hood, the

striker should be perpendicular to the trajectory of the
hood. For this, the hinge is assembled at its position. Once
it is placed, the hinge axis is drawn. Using the hinge axis as
the center we draw a big circle to the position the latch in
such a way that it is perpendicular to the hood trajectory.
Hood Assembly
 Chapter-3
Section Modulus Calculation
and Optimisation

3.1 Section Modulus

Section Modulus is generally calculated for the extreme tensile or
compressive fibers in a bending body, compression is often the most
critical case due to onset of flexural torsional (F/T) buckling.
Generally (except for brittle materials like concrete) tensile extreme
fibers have a higher allowable stress or capacity than compressive
fibers.

3.2 Formula for calculating Section Modulus

S or Z = I/y

S or Z - Section modulus of material

I- Moment of inertia

y- Length of extreme fiber from the neutral axis

For symmetrical sections the value of Z is the same above or below

the centroid.

For asymmetrical sections, two values are found: Z max and Z min.
3.3 Significance of Section Modulus in Car
Hood Design
 Section Modulus will give idea of volume of body hence helps
in optimum use of raw material or sheet.
 The section modulus of the cross-sectional shape is of
significant importance in designing beams. It is a direct
measure of the strength of the beam. A beam that has a larger
section modulus than another will be stronger and capable of
supporting greater loads.{Can be done by calculating elastic
yield moment for beam:My = S ⋅ σy, where σy is the yield
strength of the material and My is yield moment}.
 The plastic section modulus is used for materials where elastic
yielding is acceptable and plastic behavior is assumed to be an
acceptable limit. Designs generally strive to ultimately remain
below the plastic limit to avoid permanent deformations, often
comparing the plastic capacity against amplified forces or
stresses. The plastic section modulus is used to calculate the
plastic moment, Mp, or full capacity of a cross-section.

In case there are two beams having same shape and probably made
up of same material then how we can decide which to beam should
be used. Here we can evaluate them by calculating the section
modulus of both as the section modulus will provide us the strength
of each beam. The beam having more section modulus will carry
more load in bending i.e provides more resistance to bending.

As, we know that

where:

σmax is the maximum stress at the farthest surface from the neutral
axis (it can be top or bottom)

M is the bending moment along the length of the beam where the
stress is calculated

if the maximum bending stress is required then M is the maximum

bending moment acting on the beam

Ix is the moment of inertia about x (horizontal) centroidal axis

c is the maximum distance from the centroidal axis to the extreme

fiber (again, this can be to the top or bottom of the shape)

Zx is called section modulus and is a term that combines the moment

of inertia and the distance to the extreme fiber (Zx = Ix / c)

3.4 Calculation of Section Modulus of

Designed Car Hood
1. Trim the body to take view of cross section of car hood
2. Draw cross section of car hood

3. Section report using command Section Inertia Analysis of

NX CAD
4. Calculation of Section Modulus

As, our hood shape is asymmetrical there will be two values of

section modulus

so,

Imax = 8.0881*10^5 [mm^4]

Imin = 4.0322*10^3 [mm^4]

y = 234.0016 mm

Zmax = Imax/y

Zmax = 3456.429 [mm^3]

Zmin = Imin/y

Zmin = 17.2315 [mm^3]

5. Optimization of design of Hood

To improve this value of section modulus we need to optimize our
present hood design.

For that purpose, we will offset the outer panel of our hood by
2mm to increase the sectional area of our hood and thereby
increase in section modulus.

The reason behind providing offset to the outer panel

As we know that section modulus

S= Σmi*Ai^2/y

where 'A' is the area

'M' is the mass of the body

From the above equation, it can be observed that Section

modulus is directly proportional to the sectional area of the body.

That's why we can increase the section modulus by increasing the

sectional area by offsetting the outer panel and reducing the
emboss depth.

As the section area will increase Moment of inertia will also

increase thereby Section Modulus of our hood will increase.
6. Sectional report for optimized car hood design

7. Calculation of section modulus of optimized car hood

design

Imax = 8.8142*10^5 [mm^4]

Imin = 5.6566*10^3 [mm^4]

y = 236.0016 mm
 Zmax = Imax/y

Zmax = [mm^3]

Zmin = Imin/y

Zmin = [mm^3]

3.5 Conclusion from optimisation of Car

Hood
Hence the section modulus of our hood has been increased as
compared with the previous value which is 3456.429 [mm^3] and
the new value is 3734.8052[mm^3].

Percentage increase in section Modulus= 8.05%.

1. Hence, from the above study, it is clear that optimization helps

to improve the results in a design as we have increased the
Section Modulus of our hood.
2. Gain crucial insight about Section Modulus its relationship with
bending stress, Moment of inertia and got an idea of how the
section modulus changes with respect to change in section area
of a body and its effect on the value of section modulus.
3. Importance of section modulus when it comes to the selection
of right material or right design which will have more strength.
4. Factors affecting Section modulus and how to enhance the
strength of a material by using section modulus as a check
parameter.
Chapter-4
Design and Development of Car Roof
and its reinforcements

4.1Introduction
An automobile roof or car top is the portion of an automobile that
sits above the passenger compartment, protecting the vehicle
occupants from sun, wind, rain, and other external elements.
Because the earliest automobiles were designed in an era of horse-
drawn carriages, early automobile roofs used similar materials and
designs.

4.2 Design Parameters

The styling surface of a hardtop roof is given by the styling team to
develop it. Commonly the car roof consists of outer panel and its
reinforcements. Those reinforcements are,
 Front Roof Rail
 Bow Roof
 Centre Roof
 Rear Roof Rail
There are certain engineering standards to design the automobile
roof. These standards are derived from trail and error method to
reduce the material wastage, production cost and to improve the
safety over the years. These standards may vary region to region
according to the conditions, usage, rules and regulations of that
particular region.
 The common considerations for roof design are head room
clearance, driving vision, heat distortion criteria and snow load
criteria.

The common standards for car roof design were the draft
angle should be minimum of 7º and the blends should be minimum
of 3+t (t-thickness of the part).

4.3 Master Section

4.4 Final Assembly
4.5 Design Criteria for Roof Design
Visibility Criteria and Head room Clearance.

Before designing the actual reinforcements, factors such as the head

room clearance in the cabin and the field of vision must be checked
and it must be ensured that they fall within the standards. The
master section can be used in this case to verify for the head room
clearance.

Heat Distortion Criteria.

Heat distortion criteria is a study done to predict the heat distortion

temperature. It is the temperature at which the material starts to
soften and distort when exposed to a certain fixed load at an
elevated temperature. This is done to make sure that the roof
reinforcements are placed properly such that any bending or damage
to the roof in such conditions is avoided and the roof structure has
proper strength.

Snow Load Criteria

The snow load criteria involves a test which study’s the behaviour of
the roof under the application of snow on it. Usually when the roof is
covered with heavy snow there are chances that the structure
deforms a bit and does not return to its original shape when the
snow is removed. In order to analyse this condition the snow load
test is performed.

4.6 Conclusion
 An assembly is created by developing the essential flanges for
the outer roof and creating the necessary reinforcements for
the outer panel
 Appropriate dimensions according to the master section are
provided
 The minimum draft angle criteria for all the parts using draft
analysis is verified
 Calculations to determine the position of the Bow-roofs based
on the heat distortion and snow load criteria are performed
Chapter-5
Conclusion
 Automotive design is an innovative field that includes creativity,
engineering, business, understanding and security. An
automotive designer never remain bounds by car, and they can
be developer of any wheeled vehicle.
 An automotive designer curates strategies for automobile
components, appearance and ergonomics. In addition an
automotive designer strives to cooperate with automobile
engineer and ensure that all estimates and dimensions are
correct.
 We had successfully designed hood as per given master section
and regulations. Changes are being made to use the hood as an
active structure and push its surface several centimeters away
from the hard motor components during a pedestrian crash.
 We had successfully designed roof with its components by
following the master section of the front roof rail, center
reinforcement rail, bow roof and rear roof rail with all design
parameters.