Incremental sheet forming

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Institute for Manufacturing management policy technology

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Sustainable Manufacturing Group SMG home page Research projects Research partners Group members Seminars Contact us Incremental sheet forming machine (research rig)

Incremental Sheet Forming Incremental Sheet Forming (ISF) is a flexible process for forming sheet metal under the action of a mobile indenter such that almost any 3D shell shape can be made without specialised tooling. The process is recognised as a sustainable technology because it has the potential to enable a move towards small-scale localised production of customised sheet metal parts, as well as re-engineering of damaged or obsolete products. Aims To understand the process mechanics and expand the process capabilities in order to develop a flexible manufacturing system that is capable of achieving the specifications of typical sheet metal applications. To achieve this goal, the project seeks to: develop a technique for prediction and correction of elastic springback measure and predict forces on the indenter expand the process capabilities by experimenting with a range of set-ups The technology An ISF machine was commissioned at the IfM in October 2004. The machine was designed and built in-house and is the first dedicated rig built outside Japan. Unique features include a built-in force measurement system, rigid and accurate support of the indenter in three directions and space under the workpiece for the future addition of a second indenter. The path of the indenter is numerically controlled via a PCI board motion controller. Applications Potential applications include: manufacture or repair of automotive parts custom-made medical braces such as ankle supports bespoke architectural features casing for electrical goods Current research Research projects currently underway include: development of a model for tool force prediction with experimental verification development of a model for the prediction of elastic springback. Researchers Kathryn Jackson Julian Allwood Funding EPSRC Duration 2004 - 2007

a-z site index about the IfM the Institute for Manufacturing is a part of the Department of Engineering Go to top of page

This page is from the Institute for Manufacturing, Department of Engineering, University of Cambridge
www.ifm.eng.cam.ac.uk

I have a textbook/workbook “Body Drafting/Detailing” by John Kwiecinski. I used this in a course called Body Detailing offered at Macomb Community college.



Chapter 4 mentions the Body Coordinate System, a grid system of 100 MM spacing. This allows vehicles to be manually drawn in traditional orthographic views.

Stamping Training

Course Title: Sheet Metal Stamping
10 Professional Development Hours/1.0 CEUs

Course Description: The Sheet Metal Stamping Course begins by discussing the evolution of the stamping die, and the impact it has had on the industrial revolution. A review of single operation dies such as blank, compound and pierce, form, and draw dies are also discussed. The dies that perform multiple operations on the same piece, such as progressive and transfer dies are also mentioned. Other topics that are elaborated upon include, different dies relative to the final product’s parameters, complexity of the final product, material that will be used to fabricate from, and production volume requirements of the final product.

Overall Course Objectives:

Understand the basics of sheet metal stamping.
Gain knowledge on die design and the components that make up dies.
Develop greater expertise in the process of sheet metal stamping, stamped part design and the parameters affecting the stamping process.
Course Content:

Lesson 1 – Fundamentals of Sheet Metal Stamping

Objectives:

Describe the two methods used to divide a part into its component sections.
List different forming modes used in sheet metal stamping.
Understand the interactions of forming modes.
Lesson 2 – Sheet Metal Stamping Operations

Objectives:

Explain the steps in the operation sequence.
Develop an understanding of metal deformation.
Identify the common methods for presses.
Lesson 3 - Types of Stamping Dies

Objectives:

List the six basic types of stamping dies and determine if they are single or metal
deformation.
Describe the basic types of stamping dies.
Recognize advantages and limitations of the six basic types of stamping dies.
Lesson 4 - Stamping Die Sets, Retainers, Basic Elements of a Die

Objectives:

Describe a die set, and explain how to align a die set.
Identify different types of retainers, and list their advantages.
List and describe the basic elements of a die.
Lesson 5 – Die Components

Objectives:

Understand how cams, slides, and arbors are used for cutting or forming in directions other than the normal vertical orientation of a stamping press.
Explain the function of a rocker arm.
Identify die component materials and their uses.
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2 dimensional strain data

Stamping out die defects

NIST post doctoral research fellow Mark Iadicola examines a sample of sheetmetal tested with NIST's new formability-testing station.

RESEARCHERS AT THE NATIONAL Institute of Standards and Technology (NIST) want to eliminate defects in dies used to make sheetmetal parts. Their work could yield impressive cost savings — particularly for the automotive industry, which spends an estimated $700 million a year on designing, testing, and correcting new dies for its latest models. About half of the total cost goes for remedying unanticipated errors manifested as wrinkles, splits, excessive thinning, or other defects.
Using NIST's one-of-a-kind test equipment, which fits together a metal-stamping test station with an X-ray stress-measurement system, researchers make detailed maps of stresses and strains as sheets of steel and other metals are punched, stretched, or otherwise shaped to achieve the desired part geometry. According to project leader Tim Foecke, the system measures stress and strain behavior in many different directions while the sheet is stretched in two directions simultaneously, a condition most commonly seen in forming operations.
Current methods extrapolate from strain-measurement testing that stretches sheets in only one direction. As a consequence, newly designed dies often undergo successive rounds of refinement to correct for these simplifications in computer models.
U.S. automakers and producers of steel, aluminum, and other metals, including developmental ones, are supplying Foecke's team with samples for testing and evaluation. The aim of the project is to build a database of material properties that designers can feed into computer models for predicting whether would-be dies can form particular metals into specified shapes, within tolerances. Project findings might point the way to new metalforming methods, according to NIST.

Design of Reproduction Automobile Bodies

Persons:
I have scrutinized the article "University Showcases
One-of-a-Kind Vehicle Program" which appeared in the 2006-06-19
Detroit Auto Scene.

My interests include the design and manufacturing of reproduction
type automobile bodies. I participate in the SME Forming and
Fabricating Community.

Do any of the courses in the CMU Vehicle Design program include
the design of Vehicle Bodies? Do any of the courses include the use of
formability analysis software?

James G. Peck
http://autobodymfg.blogspot.com/

Bachelor of Science, Major in Vehicle Design
This academic program was created for the experienced designer who brings a depth of experience to the classroom setting as well as for the novice designer who is planning a career path in the automotive industry. In all cases you are required to complete 22 credits of the major at an accredited two- or four-year institution which has been approved for transfer to CMU. Prior learning credit may fulfill this requirement. You must complete course work in four design areas: Automotive Design, Computer Aided Design, Drafting and Descriptive Geometry, and Materials and Processes.

Degree Requirements

General Education Requirements (33-42 semester hours)

Other Degree Requirements (18 semester hours)

Major (77 semester hours)

Science and Mathematics (7 semester hours)
Drafting and Descriptive Geometry (13 semester hours)
Computer Aided Design (15 semester hours)
Automotive Design (30 semester hours)
Materials and Processes (12 semester hours)
Minimum Total for Graduation - 124 semester credit hours

Note: No more than 27 semester hours may be taken from the College of Business Administration. These hours include both business transfer credits and credits earned at Central Michigan University.

For more information:
(877) 268-4636
cmuoffcampus@cmich.edu

Vehicle Design Program

From Detroit Auto Scene June 19, 2006
University Showcases One-of-a-Kind Vehicle Program
By Irena Granaas Staff Reporter

The future of the automotive industry in Michigan was the key topic at the June 7 Open House and Grand Opening Celebration for Central Michigan University’s (CMU) new automotive facility in Troy.
The event was an opportunity for CMU to showcase its Vehicle Design Program which carries the theme “Celebrate Learning.”
CMU President Michael Rao presented opening remarks and he was followed by a panel discussion entitled “Retooling Our Automotive Industry.” Rao said the relocation of CMU’s Vehicle Design Program to the new Troy facility, along with the latest in educational technology, will increase the program’s visibility and allow it to better serve adult students.
Panel participants included Jim Croce, president, NextEnergy; Bernard Swiecki, project manager, Center for Automotive Research (CAR); Mark Ratliff, president and CEO, Virtual Services Robert Vitale GM & CMU vehicle design instructor; and John McElroy, host of Automotive Insight.
In an interview, Ratliff said Virtual Services provides com¬puter-aided design work for automotive OEMs and many au¬tomotive suppliers in Michigan and northern Ohio. He said CMU’s program is the only degree program in the country for automotive design engineers.
“One of the areas I talked about was as the Asian car companies or transplants have come to the United States, many of them have set up their engineering and design centers right here in Michigan,” Ratliff said. “They have really raised the bar in terms of what type of experience they are looking for from an employee or contract person who is doing automo¬tive design.”
He said that in the past, most designers were not college educated, but Asian automakers in particular are looking for individuals with post-graduate degrees or, at least, an under¬graduate degree from a four-year university.
Swiecki said the most valued knowledge he gained from the event is the importance of leveraging what Michigan needs to do to shore up its automotive industry, “which is taking advantage of what we do best sophisticated design and engineering capability.”
“Much is made of the inter¬national competition and the low wages we find overseas, and I think this is our best re¬sponse”
Al Zainea, CMU director of undergraduate programs, said the event went very well, noting that CMU decided in 1995, based on trends in the state and automotive industry, to offer a vehicle design program.
“By 1997, we were able to of¬fer the first set of courses in vehicle design, and the program has been a big success ... We’re moving the program to the next level with more engineering related courses; and also having the opportunity to work with automotive industry partners for more technology based courses.”
Information about the CMU Troy Center and its programs is available by calling (877) 268-4636 or by e-mail at Troy.Center@cmich.edu.

Die Design optimization using Pam-Stamp.

The June 2006 issue of MetalForming includes the article "Simulation Slashes Die-Tryout Costs and Time". This concerns a company, Precise Engineering of Lowell, Michigan, using Pam-Stamp 2G software to design a stamping die that produced a good part without die modifications.

I would guess that Eric Kam and the AutoForm people have read and analyzed this article. I do believe it is of interest to the SME Dies and Stamping Technical Group. Noteworthy things discussed or not discussed are:

? Preliminary die design using VISI die design software. No discussions about whether any CAD files of the part to be produced were imported.

? Export of a strip geometry IGES file from VISI to Pam-Stamp.

? First stage Forming process simulation including changing drawing depth, binder pressure, percentage of standoff, change of blank geometry, addition of blank slots, and evaluation of springback.

? Second and third station retrim with iterative blank design modifications.

? Simulating fourth station drawing versus forming resulting in the selection of forming.

? Not discussed was the process to get the modifications needed determined by the simulation results back to the VLSI design file.

? No discussion of how the detail drawings of each die component were produced and transmitted to the customer.

? Creation of CNC part programs from the VISI software.

? Tryout of the finished die with no modifications necessary.

? Developing a set of detail drawings to be furnished to the die customer. Discussed but no file format mentioned.

I would be interested in seeing a list of criteria to be used in evaluation forming simulation software.

Handheld Scanner for vehicle body reverse engineering

The May/June 2006 issue of Time-Compression Technologies,
www.timecompress.com, discusses the use of a handheld self-positioned
laser scanner to scan a vehicle body to produce a 3D CAD model of the
vehicle body. The vehicle scanned was the T-Rex manufactured in Quebec
for the purpose of doing FEA and using CMM's.

www.handyscan3d.com
www.creaform3d.com

Jim Peck
http://autobodymfg.blogspot.com

Stamping springback

Automobile Sheet-Metal Springback: Residual Stress Measurements and Modeling

A serious impediment to the use of lighter-weight, higher-strength materials in automobile manufacturing is the relative lack of understanding about how these materials respond to the complex forming operations that go into shaping a blank of metal into automobile body parts. One of the most vexing and costly problems is ?springback? ? the tendency of sheet metal to lose some of its shape when it is removed from the die. Springback is very pronounced with two of the likeliest candidates for weight reduction: high-strength steel and aluminum alloys, than it is with standard steel. Unless it is well managed and taken into account when the dies are designed, it leads to parts that are ill-fitting and deviate excessively from design intent.

American auto manufacturers, through the Springback Project of the U S C A R consortium, are engaged in a major effort to predict springback by means of sophisticated finite element modeling (F E M?).

USCAR is the umbrella organization of Daimler Chrysler, Ford and General Motors, which was formed in 1992 to further strengthen the technology base of the domestic auto industry through cooperative, pre-competitive research.

However, the accuracy of predictions of large strain plasticity under complex load histories, such as those applied during stamping processes, is uncertain because of incomplete validation of the F E M programs. Surprisingly, calculated residual stress, one of the key mechanical properties predicted by the state-of-the-art FEM codes, had not been compared with experimental measurements. The present work is the first comprehensive effort to determine the residual stresses of interest.

Diffraction provides a powerful means of very accurately measuring microstructure, strains (from which stresses are determined) and mechanical behavior in a way not possible with other techniques. More importantly, diffraction facilities available to the N C N R include neutron diffraction, laboratory x-ray diffraction and synchrotron x-ray diffraction (at Argonne?s Advanced Photon Source). These constitute the full spectrum of diffraction probes of residual stress and microstructure for surface, sub-surface and bulk specimens. The test specimens employed for this study were two deep-drawn ?Demeri? cups: one, thin-walled (approximately 1 milli meter) 6 0 2 2, T 4 aluminum; the second, thicker-walled (3.2 milli meter) steel. The latter is shown in Figure 1.

Figure 1. The deep-drawn steel cup. The aluminum cup was similar, except for wall thickness.

The objective of this project was to determine the residual stresses in the ?simple? model specimens formed similarly to stamped auto parts. Modelers in the U S C A R consortium would use F E M to predict the stress distributions to validate their codes. At this time, the modeling part of the project is still in progress. Two distinct experimental studies were performed. The first utilized synchrotron x-rays to determine the stress distribution in a ring and pieces (Figure 2) cut from the aluminum cup (which except for wall thickness, was initially like the steel cup shown in Figure 1). The critical point of this study is to determine the stress distribution in the ring and, ultimately, whether the F E M could predict it. Directly related to this was how the measured stress distribution compared with the simple linear depth dependence used in analytical calculations to predict the opening of the ring when cut.

Figure 2. Pieces cut from the aluminum cup and examined by synchrotron x-rays.

The residual stresses determined from the x-ray diffraction measurements are shown in part in Figure 3. Representative neutron diffraction results for the steel cup are shown in Figure 4.

Figure 3. Axial and hoop stresses for the 0.9 milli meter thick aluminum cup as determined by synchrotron x-rays.

Figure 4. Hoop stresses as a function of depth in the 3.2 milli meter thick steel cup, as determined by neutron diffraction.

The more complete results shown for the aluminum ring, the first such measurements on deep-drawn cups, satisfy both symmetry and stress balance requirements. However, the stresses vary around the circumference and in the axial direction, and differ strongly from ideal bending stresses. So even for the ?simple? model system, the plastic deformation process and the resultant stresses are very complex.

In summary, these results provide the first through-thickness stress distributions by which springback model predictions of residual stress can be tested. Furthermore, synchrotron radiation and neutrons are the only non-destructive methods that are able to provide the necessary accuracy and spatial resolution needed to obtain these results. Finally, successful modeling of springback requires successful prediction of these stress distributions.

References

T. Gnaeupel-Herold, H. J. Prask, R. J. Fields, T. J. Foecke, M. F. Shi, and U. Lienert, submitted to Mater. Sci. Eng. A

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Authors

T. Gn?upel-Herold and H. Prask
NIST Center for Neutron Research
National Institute of Standards and Technology
Gaithersburg, MD 20899-8562

R. Fields
Metallurgy Division
National Institute of Standards and Technology
Gaithersburg, MD 20899-8553

D. Haeffner
Advanced Photon Source
Argonne National Laboratory
Argonne, IL 60439

E. Chu
Alcoa Technical Center
Alcoa Center, PA 15069-0001

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AutoForm Software Market Penetration

Eric Kam,
This contract job listing came to my attention. My guess is that when you see help wanted listings specifying proficiency in software, it has definitely arrived in the market place. Could this be for Toyota in Georgetown or Evansville?

JOB TITLE: AutoForm SOFTWARE ENGINEER

Promevo has a permanent contractor position available with one of its largest clients in Cincinnati, OH. This client is one of the largest Auto manufacturers in the world. They continue to be successful in the market even with its competitors struggling.

If you are looking for a career move than you have found it. This is a great opportunity to get world class experience and to work with one of the best auto manufactures.

Experience:
* Must be able to demonstrate experience with AutoForm software
* Ability to teach other engineers from time to time on AutoForm software
* Ability to stay current with AutoForm features and functionality

A plus to have:
* Automotive experience
* Ability to customize AutoForm software

AutoForm Software
AutoForm offers software solutions for the die-making and sheet metal forming industries. The use of AutoForm software improves reliability in planning, reduces the number of die tryouts and tryout time, and results in higher quality part and tool designs that can be produced with maximum confidence. In addition, press downtime and reject rates in production are substantially reduced.
Based on practical, industrial know-how and sheet metal forming expertise, AutoForm’s solutions form a complete, integrated system with highly specialized functions to analyze, review and optimize every phase of the process chain.
AutoForm provides solutions all along the sheet metal forming process chain. They range from stand-alone modules for small and mid-size companies to complete, integrated multi-module systems for large companies.

AutoForm is the software of choice for:
- Product Designers
- Formability Engineers
- Draw Development Experts
- Process Layout Specialists
- Tooling, Stamping & Manufacturing Engineers.
careers@promevo.com Reference Code: AutoForm-9932

//////////////////////////////////////////////////////////////////////
James G. Peck
bodystamping@sbcglobal.net

Seeking web addresses, articles, and information sources concerning:

? Assembly of vehicle bodies by resistance welding, GMAW welding, adhesives, and other joining processes
? Use of robots to fixture stampings for body assembly
? Software to convert solid models to robot programs for trimming
? Use of Coordinate Measuring Machines, laser scanning and digital photogrammetry to reverse engineer vehicle bodies and stampings
? Use of sheet metal stamping formability software to optimize stamping die design
? Solid modeling of vehicles and body parts in SolidWorks or other products
? Use of ANSI Y14.5 Geometric Dimensioning and Tolerancing in solid modeling of automotive sheet metal components.
? Design of stamping and hydroforming dies using Solid Modeling software
? Use of Computer Numerical control in manufacture of stamping dies
? Design and manufacture of welding fixtures for vehicle body assembly
? Use of direct metal deposition in die manufacturing
? Design, application, and maintenance of resistance welding power supplies and related components
? Design of robot end effectors for moving stampings from welding fixture to welding fixture
? Stamping and Hydroforming of vehicle body and structural components
? Use of abrasive jet and laser trimming of autobody stamping
? Quick die change and die storage practices for high variety low volume vehicle body part forming
? Vehicle painting in low volume manufacturing
//////////////////////////////////////////////////////////////////////

Mastercam X Mill, follow-up

Jim:
Would you kindly run this by Keith Kauslarich of Single Source
Technologies in Auburn Hills, then report the response from Keith to
the LTDM meeting? Tell him I gave you his email address and what it's
for. SST is the local Makino rep, but also carries other brands. They
have a complete machining lab near the Palace.

On the other hand, if he would like to join the call and explain it
himself, we would welcome it. He could have up to half an hour.

Check out SST's website to understand his company and personal
situation. email him here:
kkauzlarich@singlesourcetech.com

Thanks,
Gary

On 3/27/06, James Peck < vehicle-cloning@sbcglobal.net> wrote:

Gary,
     The CNC West February/March 2006 issue has an advert for the
Mastercam X Mill product. I have extracted roughly a paragraph
discussing the surface finish pencil path feature of the product. I am
seeking your opinion about the applicability of this feature to your
Lean Tool and Die initiative. Again, the issue is to what degree hand
polishing can be eliminated.

    "Traditional pencil-trace machining offers an efficient method of
final cleanup machining, removing material that previous passes
missed. Mastercam X's new finish-pencil strategy extends this
efficient technique to the whole part, delivering a remarkably clean
piece. This new technique divides the part into logical machining
segments, then automatically finishes and cleans up the part in a
single toolpath."

Jim Peck 248-765-4273
vehicle_cloning@yahoo.com
Participant, SME Dies and Stamping Tech Group
http://autobodymfg.blogspot.com

--
Gary Gathen, Chief Engineer, G Corp.
21 Elm Park Blvd.
Pleasant Ridge, Michigan 48069-1106 USA
tel 248-543-5400    fax 248-543-5410

Emailing: 2006_Phast.htm

 

 

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	Corus in the Automotive industry
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	Press releases Press office Emotion magazine Events Press release archives		Unique Corus portable strain measurement system helps to optimise press shop processes for body panels 01 Feb 2006   New system successfully deployed at Ford Genk plant Jointly developed by Corus RD&T and Geodelta Can help carmakers in new model launches A unique and portable strain measurement system called PHASTTM, has been developed by Corus, the international steel company, to help carmakers ensure reliable production quality of complex formed body panels during the vehicle development and production process.  Combining hardware and software, the PHASTTM system has been jointly developed by the Corus RD&T (research, development and technology) facility in IJmuiden, and Dutch company Geodelta, a global leader in photogrammetry.   Unlike similar systems in the market, PHASTTM is the first that combines expertise in 3D measurement technology with materials knowledge, offering vehicle manufacturers a complete package to enable them to optimally process today?s modern automotive steels with increased confidence. Using PHASTTM involves photographing a pressed panel from different positions using a digital camera and then processing the data.  The software is capable of linking all the photographic measurements automatically, calculating the strains in the pressed part with an accuracy of ± 0.5 per cent strain.  The results are typically available within 1-3 hours, and are used to make often minor changes to the press tools to help avoid subsequent problems in volume production. With growing use of high-tech steels in today?s automotive press shops, it is increasingly important for carmakers to better understand how a material will deform and flow during pressing.   This is particularly important for complicated and large bodyside components.  The PHASTTM system has successfully been used by Corus to provide critical on-site body shop support to Ford?s Genk manufacturing plant, helping the carmaker to save valuable time, cut costs and ensure consistency in quality. Compared to traditional methods of strain measurement, the compact PHASTTM system is easily portable and can be used on-site with the customer.  This has allowed Corus material engineers to monitor and visualise material feasibility and strains on-site at the Ford Genk plant.  Commenting on the benefits to the customer, Corus RD&T's customer support engineer Hans Brouwer said: ?We now have the ability to discuss how to improve material performance with the Ford engineers whilst on site, thus streamlining the process and delivering these extra benefits?. Traditional methods of strain measurement analysis also only allow small areas of the pressed component to be measured and evaluated at a time, making the whole process very time consuming.  PHASTTM system is capable of measuring complete surfaces all at once and, when the data has been collected, state-of-the-art PHASTTM software can visualise results in many different ways to quickly determine how and where improvements can be made. Mr Brouwer continues: ?PHASTTM was originally developed to provide a rapid response to production press shop problems.  Additionally, the system allows us to compare the performance of new grades of steel during a current vehicles? life-cycle with the ability to introduce better performing grades if robustness of the pressing process can be demonstrated to our customer?. Mr Brouwer concludes:  ?The major benefit that PHASTTM can ultimately bring, is for it to be used by carmakers during pre-production to optimise tooling set-up for new model launches.? Corus Automotive media enquiries: Marco Ferrari +44 (0)207 494 8050                      mferrari@automotivepr.com Belle Wilson +44 (0) 207 494 8050                      bwilson@automotivepr.com Corus : Dick Hamels +31 (0) 251 497953             dick.hamels@corusgroup.com     Printer Friendly		Search the site
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