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BUMPER DESIGN Basic Catia Methodology

The document outlines the design and manufacturing process for a vehicle bumper, focusing on the creation of a plastic component from a Class-A surface. It details the bumper's structure, material selection, tooling axis, and the importance of draft analysis for manufacturability. Key materials like ABS and manufacturing techniques such as injection moulding are highlighted, along with the roles of Class A, B, and C surfaces in the design process.

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16 views8 pages

BUMPER DESIGN Basic Catia Methodology

The document outlines the design and manufacturing process for a vehicle bumper, focusing on the creation of a plastic component from a Class-A surface. It details the bumper's structure, material selection, tooling axis, and the importance of draft analysis for manufacturability. Key materials like ABS and manufacturing techniques such as injection moulding are highlighted, along with the roles of Class A, B, and C surfaces in the design process.

Uploaded by

ramkumarkln
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© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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BUMPER DESIGN

OBJECTIVE:
Create the Bumper Plastic component through the given Class-A surface. To
begin with, the tooling axis for the given Class-A Surface should be created
meeting the requirements of the draft angle and perform the Draft analysis on
the model.

Introduction:

A bumper is a structural component located at the front and rear of a vehicle,


designed primarily to absorb impact during low-speed collisions. Its primary
function is to minimize damage to the vehicle and reduce repair costs in the
event of minor accidents.

Modern passenger vehicle bumpers typically consist of the following four


components:

 Bumper Cover – the visible outer layer that provides aesthetic appeal and
minor protection
 Bumper Absorber – a foam or plastic layer designed to absorb impact
energy
 Reinforcement Bar – a rigid structural member that distributes impact
forces
 Mounting System – the hardware and brackets that secure the bumper to
the vehicle chassis
Today’s bumpers are engineered using a combination of materials to optimize
energy absorption and durability. One common element is a spring-like energy
absorber—often a gas-filled cartridge—that connects the bumper system to
the chassis, enabling it to handle minor collisions without permanent
deformation.

The material selection for bumpers is critical. Ideally, the material should
effectively dissipate impact energy. Metals, although strong, tend to transmit
force rather than absorb it, making them less suitable for this purpose. In
contrast, plastics and rubbers are better suited because they deform under
impact, thereby absorbing and reducing collision forces.

Given their size and structural demands, bumpers are typically manufactured
using processes such as injection moulding, blow moulding, and rotational
moulding. These methods are well-suited for shaping large plastic components
with complex geometries.

Among plastics, materials like ABS (Acrylonitrile Butadiene Styrene) and


PC/ABS (Polycarbonate/ABS blend) are widely used due to their toughness and
ease of moulding. ABS is commonly used in vehicles from brands like Hyundai
and Ford, especially in parts made via injection or blow moulding. In rotational
moulding applications, HDPE (High-Density Polyethylene) is preferred, as it
processes well in powdered form and offers good impact resistance.

Design Flow:

Acrylonitrile Butadiene Styrene (ABS)

ABS is a thermoplastic polymer known for its excellent balance of toughness,


rigidity, and processing ease. It is a copolymer, formed through the
polymerization of styrene and acrylonitrile in the presence of polybutadiene
rubber. Each component contributes unique properties:
 Styrene enhances surface finish and rigidity.
 Acrylonitrile improves chemical resistance and thermal stability.
 Butadiene provides toughness and impact resistance, even at low
temperatures.

ABS is widely used in automotive parts, consumer electronics, and structural


applications due to its robust mechanical properties and ease of moulding.

Key Properties of ABS:

Property Range (Metric Units) Range (Imperial Units)


Density 1010 – 1210 kg/m³ 63.1 – 75.5 lb/ft³
Yield Strength 18.5 – 51 MPa 2.68 – 7.4 ksi
Tensile Strength 27.6 – 55.2 MPa 4 – 8.01 ksi
Elongation at Break 1.5% – 100% 1.5% – 100%
Hardness (Vickers) 54.9 – 150 MPa 5.6 – 15.3 HV
Fracture Toughness 1.19 – 4.29 MPa·m⁰·⁵ 1.08 – 3.9 ksi·in⁰·⁵
Young’s Modulus 1.19 – 2.9 GPa 0.17 – 0.42 × 10⁶ psi

Tooling Axis

In plastic part design—especially for automotive interior trims—tooling axis refers to


the direction along which the mould opens and the part is ejected from the cavity.
Establishing the correct tooling axis is essential for ensuring proper ejection without
damaging the part or mould.

 A nominal draft angle of approximately 3 degrees is typically recommended to


facilitate smooth removal of the part from the mould.
 The tooling axis is defined based on this draft requirement and the overall
geometry of the part.
 It represents the primary direction of mould/core movement during the
injection moulding process.
 In this design, the tooling axis has been established accordingly to meet
manufacturing feasibility and part ejection needs.
 The white line shown in the figure indicates the defined tooling axis for this
component.
Class A Surface

In automotive design, a Class A surface refers to high-quality, aesthetically


refined surfaces that are visible to the end user. These surfaces are crucial in
defining the final look and feel of the product, particularly in vehicle exteriors
and interior trims.

 Class A surfaces are freeform, visually exposed areas that must meet
the highest standards in smoothness, curvature continuity, and reflection
quality.
 This classification is most commonly applied in the automotive industry,
but it is also becoming increasingly relevant in high-end consumer
products where appearance is critical.
 These surfaces are developed with careful attention to both design
intent and manufacturing feasibility, often using advanced surfacing
tools in software like Alias or CATIA.
 Aesthetics play a major role in Class A surfacing, which is why vehicle
exteriors—such as body panels, bumpers, and trims—are typically treated
as Class A surfaces.
 The surface shown below represents the input Class A geometry
provided for this design task.
Class B Surface

The Class B surface in automotive and product design refers to the non-visible
engineering side of a component, typically located behind the Class A
(aesthetic) surface. While not exposed to the end user, it plays a crucial role in
ensuring structural integrity, fitment, and functionality.

 Class B surfaces define the thickness of the part and serve as the
foundation for attaching critical engineering features.
 These surfaces must follow the contours and continuity of the Class A
surface to maintain consistent wall thickness and proper moulding
conditions.
 Functional elements such as ribs, screw bosses, snaps, mounting points,
and stiffeners are generally designed on Class B surfaces.
 Since these surfaces are hidden from view, they do not require high
aesthetic quality or textures, but they must be optimized for
manufacturability and mechanical performance.
 The image shown below illustrates the Class B surface developed for this
component, based on the provided Class A geometry.
Class C Surface

The Class C surface serves as a transitional link between the visible Class A
surface and the internal Class B surface in a component. It ensures smooth
connectivity and manufacturability by maintaining proper draft and continuity
between the two.

 This surface is aligned with the tooling or mould opening direction,


ensuring clean part release during injection moulding.
 The Class C surface typically incorporates the required draft angle,
making it a key factor in determining the ease of demoulding.
 It represents the side surface formed when the Class A is offset and
connected to the Class B, effectively defining the thickness and edge
continuity of the part.
 Although not visible externally, the Class C surface must be carefully
designed to maintain smooth transitions and geometric integrity.
Closed Surface

To convert the surface model into a solid, the Class A and Class C surfaces
are first seamlessly joined. This is done by filling gaps or extending edges
using surface tools like extrapolate and trim to ensure complete continuity.

Once all required surfaces are connected without any open edges, the geometry
forms a watertight surface. This closed geometry is then used in the Part
Design workbench, where the Closed Surface command is applied to generate
the solid body of the component.

This step finalizes the transition from a surface model to a manufacturable 3D


solid part.
Draft Analysis

Draft Analysis is a crucial design validation tool used in CATIA (and similar
CAD software) to evaluate whether a part can be easily ejected from the
mould during manufacturing. It checks the surfaces of a model against a
specified draft angle and highlights the results using color codes.

 The analysis is conducted along a defined tooling direction to verify


whether the part has sufficient draft for mould release.
 It is typically the first validation step performed after the Class A
surface is received.
 Surfaces that fall within the acceptable draft range (usually 0 to 3
degrees for most plastic components) are displayed in green, while
undercuts or insufficient draft areas appear in red or blue.
 Ensuring a proper draft is essential for manufacturability, especially in
injection-moulded parts, as it prevents sticking and reduces wear on the
mould.

Passing the draft analysis confirms that the part is suitable for production
without mould release issues.

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