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S.M.Chavan, Dr.R.B.Hiremath / International Journal of Engineering Research and
                   Applications (IJERA) ISSN: 2248-9622 www.ijera.com
                    Vol. 2, Issue 5, September- October 2012, pp.1453-1457
 Simulation Analysis Of Dynamic Dent Resistance On Auto Body
                            Panel
                               S.M.Chavan*, Dr.R.B.Hiremath**
             * Department of Mechanical Engineering, Walchand Institute of Techenology ,solapur.


Abstract
         In automotive industry there is                  thedamage is relatively high. Thus minimizing this
increasing demand for higher quality exterior             kind of damage has become a goal ofthe automotive
panels. Better functional properties and lower            manufacture particularly when thin sheet steel is
weight. The demand for weight reduction has led           used. Improvementcan also enhance perceived
tothinner sheets, greater use of high strength            product value. In automotive industry there is
steels and a change from steel to aluminum                increasingdemand for higher quality exterior panels,
grades.This thickness reduction, which causes             better functional properties and lowerweight. The
decrease in the dent resistance, promoted                 demand for weight reduction has led to thinner
examination ofthe dent resistance against static          sheets, greater use of highstrength steels and a
and dynamic concentratedloads. This paper                 change from steel to aluminum grades. These
describes aninvestigation of the suitability of           demand have meant that the stiffness and dent
explicit dynamic FE analysis as a mean to                 resistance of panels has become more focused, and
determine thedynamic dent properties of the               the needfor accurate methods, both experimental
panel. This investigation is carried out on the           and numerical, for pre detecting the stiffnessand
body panel ofutility vehicle and covers two parts,        dent resistance has been emphasized. In present
in first experimental analysis is carried out on          work dynamic dent resistance ofauto body panel is
developed testrig, which is interfaced with the           estimated both by experimental and numerical
computer. This test rig measures deflection with          methods and theresults are validated.Dent resistance
accuracy of.001mm. The experimental results are           can be measured by static as well as dynamic
then compared with the simulation results, which          methods, as perrequirements. For static dent testing,
is thesecond part. Simulation is carried with non-        data are typically compared by analyzing dentdepths
linear transient dynamic explicit analysis                caused by a fixed load or by comparing the load
usingAnsys -LSDyna software. The experimental             necessary to cause a fixed dentdepth. Dynamic Dent
results show great accuracy with simulation               test of laboratory specimen are run on test systems
results. Theeffect of change in thickness and             referred to asDrop-weight-tester. In the drop weight
geometry of the existing fender is then studied           test typically a specimen and an indenter isused, the
with help ofsimulation technique. By considering          indenter is dropped from the height and typical load
the best possible option overall weight offender is       deflection curve isplottedMany studies regarding the
reducedby 7.07 % by keeping the dent resistance           dent and stiffness of automotive panels have
of the panel constant.                                    beencarried out, some with contradictory results.
                                                          Dicello and George [1] came to theconclusion that
Keywords: Dent resistance, Explicit Dynamic,              the lower stiffness of the panel, the better the dent
Test rig. Automotive.                                     resistance. Yutori etal [2] found that the higher the
                                                          stiffness, higher is the dent resistance, there seems
1. INTRODUCTION                                           tobe no simple relation between the stiffness and
          A localized plastic deformation caused by       dent resistance. Werner [3] concludedthat for a
an impact on a sheet metal is describedas dent.           panel with low stiffness it is beneficial to reduce the
Quantitatively a dent is in the terms of physical         stiffness, whereas for apanel with high stiffness it is
features such as depth,diameter, and width. Dent          beneficial to increase the stiffness in order to
resistance is defined as minimum force or load            improve thedent resistance. In [4] it was found that
required toinitiate a dent and hence is measure of        the static dent resistance is directlyproportional to
suitability of a particular sheet metal in a              the final yield stress of the material (i.e. work-
givenapplication like automotive panels. Denting in       hardening duringstamping and bake-hardening
the real world is random. Dent inautomotive panels        during painting). In [5] it was found that bake
can be produced by in plant handling or in service.       hardenedsteels show batter dent resistance than non
Impacting apanel on another or dropping a panel           bake-hardenable steels, even though thematerials
onto a holder or conveyor can occur infabrication. In     had a similar thickness and yield stress after
service, dents caused by flying stones, door or           forming. A comparison betweenthe dent properties
shopping cart impact inparking lots, palm printing,       for steel and aluminum was made in [6], it was
hail force etc. are also normal. The cost for repairing   concluded thatthere is a principal difference



                                                                                                1453 | P a g e
S.M.Chavan, Dr.R.B.Hiremath / International Journal of Engineering Research and
                     Applications (IJERA) ISSN: 2248-9622 www.ijera.com
                      Vol. 2, Issue 5, September- October 2012, pp.1453-1457
  between the appearance of these curves for steel
  andaluminum. The curves for aluminum shows a
  local maximum in dent resistance at thepanel
  curvature, where as the curves for steel shows a
  local minimum.Dent resistance is complex in nature
  and governed by various factors such as thepanel
  geometry and curvature, the support conditions, the
  sheet thickness, the materialproperties of the sheet
  material, the load level and load type. In addition,
  the effect ofthe stamping process resulting in
  thickness reduction, work hardening of the
  sheetmaterial, residual stress and springback also
  directly or indirectly affecting the dentresistance. In
  general conclusion that can be drawn from different
  investigation carriedout is that the dent behavior is
  complex phenomenon depending on several
  differentparameters and that is hard to intuitively
  assess the dent properties. Anotherconclusion that          Figure 1 Front fender of auto body panel
  can be drawn is that there, in general, is a large
  scatter in theexperimental results reported in the          3.EXPERIMENTAL AND SIMULATION
  literature, which increases the complexity of thedent       PROCEDURE
  behavior of the auto body panel. Today, stiffness                     For experimental determination of dynamic
  and dent resistance of outerpanels, such as doors,          dent resistance of auto body panel testrig is
  hoods and lids are normally determined by physical          developed this test rig consist of two mainparts viz.
  testing.However zsthis testing procedure has several        body of test rig andinterfacing unit. The body of the
  drawbacks. It is both costly and timeconsuming but          test rig is designed so as to test the door,
  most importantly it cannot be carried out until rather      fender,hoods etc. of automobile. Interfacing unit is
  late in the carproject, in general towards the end of       used for converting analog signals comingfrom the
  the design process. By then most of the                     transducer to digital one for getting data on
  factorsgoverning the stiffness and dent properties          computer for load deflectioncurve.In experimental
  are already specified. Thus prediction ofpanel's            procedure the dent resistance of fender is calculated
  strength properties at an early stage in the design         at threedifferent points, denter is allowed to fall
  process is required, which ispossible by simulation         from the height of 101.2 mm this drop
  technique.                                                  heightproduces initial drop velocity of 1.38 m/s [7]
                                                              For denting different loads varying from19.62 N to
  2. AUTO BODY                 PANEL        AND       ITS     98.10 N were used. The fender is kept on the two
  MATERIAL                                                    supports, the distance oftwo supports from the dent
            The material used for fender is steel with        point is 100 mm from both side. Distance of
  Young’s Modulus of 210 GPa and Nux (Poisson’s               threedifferent dent points on the fender from the
  ratio) value of 0.3. The material characteristics of        reference point (as shown in figure 1) in xand z
  the fender are given in table 1 . In the table t denotes    direction is given in the table 2. Initially the denter
  the initial sheet thickness                                 is vertically aligned with thefirst point, the denter
  Table 1 – Material properties of body panel                 plate is so adjusted that the distance between the tip
Material t    y    Sut   r0    r45 r90 n     E      v        of the denterand the upper surface of the fender is
                                                              101.2 mm, at this point denter plate is fixed onthe
                                                              vertical studs by tightening the screws. The tip of
         mm Mpa Mpa                           GPa
                                                              the transducer is kept exactlybelow the first point
MS       1    143 290 1.96 2.6 2.110.22 120 0.3               touching the bottom side of the fender. The denter is
                                                              allowed tofall on the fender from the said height,
   y is the yield strength, S ut is the ultimate tensile     this impact causes plastic deformation of thefender,
                                                              which gives the value of the dent by calculating the
  strength r0 , r45 , r90 are the anisotropy coefficient in   difference between theinitial reading and the final
  terms of ratio of width strain to thickness strain, n is    reading of the transducer. This procedure is repeated
  the strain-hardening exponent, E is Young’s                 forthe different loads and the different
  modulus and v is Poisson’s ratio.                           points.Simulation is carried out with AnsysLs-Dyna,
                                                              which combines the Ls-Dynaexplicit finite element
                                                              program with the powerful pre and post processing
                                                              capabilitiesof the Ansys program. Shell 163, a 4-
                                                              noded element with both bending and
                                                              membranecapabilities is used. The element has 12


                                                                                                    1454 | P a g e
S.M.Chavan, Dr.R.B.Hiremath / International Journal of Engineering Research and
                              Applications (IJERA) ISSN: 2248-9622 www.ijera.com
                               Vol. 2, Issue 5, September- October 2012, pp.1453-1457
degrees      of     freedom      at     each      node:                 be seen from figure 2 and 3 experimental result
translations,accelerations, and velocities in the nodal                 shows close accuracy with simulation results. At
x, y, and z directions and rotations about thenodal x,                  indentation points 1, 2 and 3 it can be seen that the
y, and z-axes. For getting accurate results fine                        deformation is slightly more the experimental work.,
meshing is done with theHypermesh and then model                        however the overall behavior is captured with
is imported to the Ansys for analysis.                                  variation of 5%. The three indentation points were
                                                                        selected from different parts of the geometry where
Table 2. Location of analysis points from reference                     there are different values of the strain levels
point
                                                                                              Results at point 3
   Point 1                  Point 2            Point 3
   Z                  Y     Z         Y        Z         Y
   -160 -120                -70       -400 -120          -550                           4.5


                                                                                         4


4.EXPERIMENTAL AND SIMULATION                                                           3.5




                                                                           Deflection
RESULTS OF THE FENDER                                                                    3

                           Results at Point 1                                                                           Simulation
                                                                                        2.5


                                                                                         2                              Experimental
                  7
                                                                                        1.5
                  6
                                                                                         1
                  5
   Deflection




                                                     Simulation                         0.5
                  4
                  3                                  Experiment                          0
                                                     al
                  2
                  1
                  0                                                                             Load




                            Load

                                                                        Figure 3- Results at point 3
                          Results at point 2
                                                                        5.SIMULATION RESULTS OF MODIFIED
                                                                        FENDERThe existing geometry of the fender is
                                                                        modified by sweeping the panel withcurvature of 7
                 4
                                                                        mm as shown in the following figure 4. Numerical
                3.5                                                     analysis is carriedout on modified fender for which
                 3                                                      same boundary conditions, same material
                                                                        propertiesand same denter with its material module
   Deflection




                2.5
                                                         Simulation     is used. Simulation results of modifiedfender at
                 2
                                                         Experimental
                                                                        different points and different loading conditions
                1.5                                                     from 101.2 mm height iscalculatedIn numerical
                 1
                                                                        analysis offender while defining the real constant
                                                                        the thickness of the fender is assigned as 1 mm. In
                0.5
                                                                        case modified fender denting
                 0




                            Load



Figure 2 - Results at point 1 and 2
Figure 2 and figure 3 shows the comparison of load
deflection curve at point 1, 2 and 3 calculated by the
experimental and the simulation procedure. As can



                                                                                                                   1455 | P a g e
S.M.Chavan, Dr.R.B.Hiremath / International Journal of Engineering Research and
                                 Applications (IJERA) ISSN: 2248-9622 www.ijera.com
                                  Vol. 2, Issue 5, September- October 2012, pp.1453-1457




Figure 4 - Modified fender

                                                                    Figure 6 – Simulation results of Modified Fender at
                                                                    points 3

                                                                             values are calculated by changing the
                                                                    thickness values, at thickness of 0.91mm dent values
                                                                    of modified fender are closely matching with the
                                                                    dent values of the fender as shown in figure 5and 6,
                                                                    this thickness reduction gives 7.07 %of weight
                                                                    reduction in modified fender.

                                                                    CONCLUSION
                                                                             An Experimental test method for
                                                                    determining dynamic dent resistance wasdeveloped.
                                                                    The results from the test carried out shows small
                                                                    scatter within ±5% ofaverage value.. Experimental
                                                                    results show greater accuracy with the simulation
                                                                    results.So AnsysLs-Dyna can be used to predict the
                                                                    dent behavior of auto body panel in earlystage of
                                                                    design process. Dent resistance of auto body panel
                                                                    can be improved bychanging the geometry of the
                                                                    panel. In present case dent resistance is improved
                                                                    bysweeping the panel geometry of the fender by
                                                                    7mm. Weight reduction of 7.07% offender is also
                                                                    possible by changing the geometry of the panel with
                                                                    keeping dentresistance in the limit.

                                                                    REFERENCES
                                                                        1.   DicelloA.,George RA, " Design criteria for
                                                                             dent resistance of auto body panels" in
                                                                             SAE paper740081,1974
                                                                        2.   Yutori Y.,Normura S., KokuboLishigaki
                                                                             H., " Studies on static dent resistance"
                                                                             ,IDDRG,1980,pp.561-569
                                                                        3.   Warner M.F.," Finite element simulation of
              Figure 5 – Simulation results of Modified Fender at            steel body panel performance for quasi -
              points 1 & 2                                                   static dentresistance", Automotive body
                                                                             material IBEC,1993



                                                                                                        1456 | P a g e
S.M.Chavan, Dr.R.B.Hiremath / International Journal of Engineering Research and
                 Applications (IJERA) ISSN: 2248-9622 www.ijera.com
                  Vol. 2, Issue 5, September- October 2012, pp.1453-1457
4.  Chen C.H.,RastogiP.Horvarth C," Effect of
    steel thickness and mechanical properties
    on vehicleouter performance: stiffness,oil
    canning and dent resistance", Automotive
    body material IBEC,1993
5. Shi M.F.Michel P.E., BrindzaJA.,Bucklin
    P., Belanger P.J. ,Principe J.M., " Static
    and dynamicdent resistance performance of
    automotive steel body panels" SAE paper
    970158, 1997
6. Van Veldhuizen, Kranendonk W., Ruifrok
    R. " The relation between the curvature of
    horizontalautomotive panels, stiffness and
    the static dent resistance" Material and
    Body testing IBEC 1995
.7. M.F.Shi, " Dynamic dent resistance
    performance of steel and aluminum" SAE
    paper 930786,1993




                                                                            1457 | P a g e

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Ic2514531457

  • 1. S.M.Chavan, Dr.R.B.Hiremath / International Journal of Engineering Research and Applications (IJERA) ISSN: 2248-9622 www.ijera.com Vol. 2, Issue 5, September- October 2012, pp.1453-1457 Simulation Analysis Of Dynamic Dent Resistance On Auto Body Panel S.M.Chavan*, Dr.R.B.Hiremath** * Department of Mechanical Engineering, Walchand Institute of Techenology ,solapur. Abstract In automotive industry there is thedamage is relatively high. Thus minimizing this increasing demand for higher quality exterior kind of damage has become a goal ofthe automotive panels. Better functional properties and lower manufacture particularly when thin sheet steel is weight. The demand for weight reduction has led used. Improvementcan also enhance perceived tothinner sheets, greater use of high strength product value. In automotive industry there is steels and a change from steel to aluminum increasingdemand for higher quality exterior panels, grades.This thickness reduction, which causes better functional properties and lowerweight. The decrease in the dent resistance, promoted demand for weight reduction has led to thinner examination ofthe dent resistance against static sheets, greater use of highstrength steels and a and dynamic concentratedloads. This paper change from steel to aluminum grades. These describes aninvestigation of the suitability of demand have meant that the stiffness and dent explicit dynamic FE analysis as a mean to resistance of panels has become more focused, and determine thedynamic dent properties of the the needfor accurate methods, both experimental panel. This investigation is carried out on the and numerical, for pre detecting the stiffnessand body panel ofutility vehicle and covers two parts, dent resistance has been emphasized. In present in first experimental analysis is carried out on work dynamic dent resistance ofauto body panel is developed testrig, which is interfaced with the estimated both by experimental and numerical computer. This test rig measures deflection with methods and theresults are validated.Dent resistance accuracy of.001mm. The experimental results are can be measured by static as well as dynamic then compared with the simulation results, which methods, as perrequirements. For static dent testing, is thesecond part. Simulation is carried with non- data are typically compared by analyzing dentdepths linear transient dynamic explicit analysis caused by a fixed load or by comparing the load usingAnsys -LSDyna software. The experimental necessary to cause a fixed dentdepth. Dynamic Dent results show great accuracy with simulation test of laboratory specimen are run on test systems results. Theeffect of change in thickness and referred to asDrop-weight-tester. In the drop weight geometry of the existing fender is then studied test typically a specimen and an indenter isused, the with help ofsimulation technique. By considering indenter is dropped from the height and typical load the best possible option overall weight offender is deflection curve isplottedMany studies regarding the reducedby 7.07 % by keeping the dent resistance dent and stiffness of automotive panels have of the panel constant. beencarried out, some with contradictory results. Dicello and George [1] came to theconclusion that Keywords: Dent resistance, Explicit Dynamic, the lower stiffness of the panel, the better the dent Test rig. Automotive. resistance. Yutori etal [2] found that the higher the stiffness, higher is the dent resistance, there seems 1. INTRODUCTION tobe no simple relation between the stiffness and A localized plastic deformation caused by dent resistance. Werner [3] concludedthat for a an impact on a sheet metal is describedas dent. panel with low stiffness it is beneficial to reduce the Quantitatively a dent is in the terms of physical stiffness, whereas for apanel with high stiffness it is features such as depth,diameter, and width. Dent beneficial to increase the stiffness in order to resistance is defined as minimum force or load improve thedent resistance. In [4] it was found that required toinitiate a dent and hence is measure of the static dent resistance is directlyproportional to suitability of a particular sheet metal in a the final yield stress of the material (i.e. work- givenapplication like automotive panels. Denting in hardening duringstamping and bake-hardening the real world is random. Dent inautomotive panels during painting). In [5] it was found that bake can be produced by in plant handling or in service. hardenedsteels show batter dent resistance than non Impacting apanel on another or dropping a panel bake-hardenable steels, even though thematerials onto a holder or conveyor can occur infabrication. In had a similar thickness and yield stress after service, dents caused by flying stones, door or forming. A comparison betweenthe dent properties shopping cart impact inparking lots, palm printing, for steel and aluminum was made in [6], it was hail force etc. are also normal. The cost for repairing concluded thatthere is a principal difference 1453 | P a g e
  • 2. S.M.Chavan, Dr.R.B.Hiremath / International Journal of Engineering Research and Applications (IJERA) ISSN: 2248-9622 www.ijera.com Vol. 2, Issue 5, September- October 2012, pp.1453-1457 between the appearance of these curves for steel andaluminum. The curves for aluminum shows a local maximum in dent resistance at thepanel curvature, where as the curves for steel shows a local minimum.Dent resistance is complex in nature and governed by various factors such as thepanel geometry and curvature, the support conditions, the sheet thickness, the materialproperties of the sheet material, the load level and load type. In addition, the effect ofthe stamping process resulting in thickness reduction, work hardening of the sheetmaterial, residual stress and springback also directly or indirectly affecting the dentresistance. In general conclusion that can be drawn from different investigation carriedout is that the dent behavior is complex phenomenon depending on several differentparameters and that is hard to intuitively assess the dent properties. Anotherconclusion that Figure 1 Front fender of auto body panel can be drawn is that there, in general, is a large scatter in theexperimental results reported in the 3.EXPERIMENTAL AND SIMULATION literature, which increases the complexity of thedent PROCEDURE behavior of the auto body panel. Today, stiffness For experimental determination of dynamic and dent resistance of outerpanels, such as doors, dent resistance of auto body panel testrig is hoods and lids are normally determined by physical developed this test rig consist of two mainparts viz. testing.However zsthis testing procedure has several body of test rig andinterfacing unit. The body of the drawbacks. It is both costly and timeconsuming but test rig is designed so as to test the door, most importantly it cannot be carried out until rather fender,hoods etc. of automobile. Interfacing unit is late in the carproject, in general towards the end of used for converting analog signals comingfrom the the design process. By then most of the transducer to digital one for getting data on factorsgoverning the stiffness and dent properties computer for load deflectioncurve.In experimental are already specified. Thus prediction ofpanel's procedure the dent resistance of fender is calculated strength properties at an early stage in the design at threedifferent points, denter is allowed to fall process is required, which ispossible by simulation from the height of 101.2 mm this drop technique. heightproduces initial drop velocity of 1.38 m/s [7] For denting different loads varying from19.62 N to 2. AUTO BODY PANEL AND ITS 98.10 N were used. The fender is kept on the two MATERIAL supports, the distance oftwo supports from the dent The material used for fender is steel with point is 100 mm from both side. Distance of Young’s Modulus of 210 GPa and Nux (Poisson’s threedifferent dent points on the fender from the ratio) value of 0.3. The material characteristics of reference point (as shown in figure 1) in xand z the fender are given in table 1 . In the table t denotes direction is given in the table 2. Initially the denter the initial sheet thickness is vertically aligned with thefirst point, the denter Table 1 – Material properties of body panel plate is so adjusted that the distance between the tip Material t y Sut r0 r45 r90 n E v of the denterand the upper surface of the fender is 101.2 mm, at this point denter plate is fixed onthe vertical studs by tightening the screws. The tip of mm Mpa Mpa GPa the transducer is kept exactlybelow the first point MS 1 143 290 1.96 2.6 2.110.22 120 0.3 touching the bottom side of the fender. The denter is allowed tofall on the fender from the said height,  y is the yield strength, S ut is the ultimate tensile this impact causes plastic deformation of thefender, which gives the value of the dent by calculating the strength r0 , r45 , r90 are the anisotropy coefficient in difference between theinitial reading and the final terms of ratio of width strain to thickness strain, n is reading of the transducer. This procedure is repeated the strain-hardening exponent, E is Young’s forthe different loads and the different modulus and v is Poisson’s ratio. points.Simulation is carried out with AnsysLs-Dyna, which combines the Ls-Dynaexplicit finite element program with the powerful pre and post processing capabilitiesof the Ansys program. Shell 163, a 4- noded element with both bending and membranecapabilities is used. The element has 12 1454 | P a g e
  • 3. S.M.Chavan, Dr.R.B.Hiremath / International Journal of Engineering Research and Applications (IJERA) ISSN: 2248-9622 www.ijera.com Vol. 2, Issue 5, September- October 2012, pp.1453-1457 degrees of freedom at each node: be seen from figure 2 and 3 experimental result translations,accelerations, and velocities in the nodal shows close accuracy with simulation results. At x, y, and z directions and rotations about thenodal x, indentation points 1, 2 and 3 it can be seen that the y, and z-axes. For getting accurate results fine deformation is slightly more the experimental work., meshing is done with theHypermesh and then model however the overall behavior is captured with is imported to the Ansys for analysis. variation of 5%. The three indentation points were selected from different parts of the geometry where Table 2. Location of analysis points from reference there are different values of the strain levels point Results at point 3 Point 1 Point 2 Point 3 Z Y Z Y Z Y -160 -120 -70 -400 -120 -550 4.5 4 4.EXPERIMENTAL AND SIMULATION 3.5 Deflection RESULTS OF THE FENDER 3 Results at Point 1 Simulation 2.5 2 Experimental 7 1.5 6 1 5 Deflection Simulation 0.5 4 3 Experiment 0 al 2 1 0 Load Load Figure 3- Results at point 3 Results at point 2 5.SIMULATION RESULTS OF MODIFIED FENDERThe existing geometry of the fender is modified by sweeping the panel withcurvature of 7 4 mm as shown in the following figure 4. Numerical 3.5 analysis is carriedout on modified fender for which 3 same boundary conditions, same material propertiesand same denter with its material module Deflection 2.5 Simulation is used. Simulation results of modifiedfender at 2 Experimental different points and different loading conditions 1.5 from 101.2 mm height iscalculatedIn numerical 1 analysis offender while defining the real constant the thickness of the fender is assigned as 1 mm. In 0.5 case modified fender denting 0 Load Figure 2 - Results at point 1 and 2 Figure 2 and figure 3 shows the comparison of load deflection curve at point 1, 2 and 3 calculated by the experimental and the simulation procedure. As can 1455 | P a g e
  • 4. S.M.Chavan, Dr.R.B.Hiremath / International Journal of Engineering Research and Applications (IJERA) ISSN: 2248-9622 www.ijera.com Vol. 2, Issue 5, September- October 2012, pp.1453-1457 Figure 4 - Modified fender Figure 6 – Simulation results of Modified Fender at points 3 values are calculated by changing the thickness values, at thickness of 0.91mm dent values of modified fender are closely matching with the dent values of the fender as shown in figure 5and 6, this thickness reduction gives 7.07 %of weight reduction in modified fender. CONCLUSION An Experimental test method for determining dynamic dent resistance wasdeveloped. The results from the test carried out shows small scatter within ±5% ofaverage value.. Experimental results show greater accuracy with the simulation results.So AnsysLs-Dyna can be used to predict the dent behavior of auto body panel in earlystage of design process. Dent resistance of auto body panel can be improved bychanging the geometry of the panel. In present case dent resistance is improved bysweeping the panel geometry of the fender by 7mm. Weight reduction of 7.07% offender is also possible by changing the geometry of the panel with keeping dentresistance in the limit. REFERENCES 1. DicelloA.,George RA, " Design criteria for dent resistance of auto body panels" in SAE paper740081,1974 2. Yutori Y.,Normura S., KokuboLishigaki H., " Studies on static dent resistance" ,IDDRG,1980,pp.561-569 3. Warner M.F.," Finite element simulation of Figure 5 – Simulation results of Modified Fender at steel body panel performance for quasi - points 1 & 2 static dentresistance", Automotive body material IBEC,1993 1456 | P a g e
  • 5. S.M.Chavan, Dr.R.B.Hiremath / International Journal of Engineering Research and Applications (IJERA) ISSN: 2248-9622 www.ijera.com Vol. 2, Issue 5, September- October 2012, pp.1453-1457 4. Chen C.H.,RastogiP.Horvarth C," Effect of steel thickness and mechanical properties on vehicleouter performance: stiffness,oil canning and dent resistance", Automotive body material IBEC,1993 5. Shi M.F.Michel P.E., BrindzaJA.,Bucklin P., Belanger P.J. ,Principe J.M., " Static and dynamicdent resistance performance of automotive steel body panels" SAE paper 970158, 1997 6. Van Veldhuizen, Kranendonk W., Ruifrok R. " The relation between the curvature of horizontalautomotive panels, stiffness and the static dent resistance" Material and Body testing IBEC 1995 .7. M.F.Shi, " Dynamic dent resistance performance of steel and aluminum" SAE paper 930786,1993 1457 | P a g e