AN iNVESTlGATlON OF THE FRONT END SHEET METAL CONTRIBUTKDN TO PASSENGER CAR SUFFNESS Thesis for the Degree of M. S. , MICHIGAN STATE UMVERSITY William H. Schuifz H 1961 ' 0-169 This is to certify that the . thesis entitled AN INVESTIGATION OF THE FRONT END SHEET METAL CONTRIBUTION TO PASSENGER CAR STIFFNESS presented by WILLIAM H. SCHULTZ II has been accepted towards fulfillment of the requirements for M. 3. degree in_.MI_E..__ ,-"N ' t , ,. , 'f‘ l {3" u/ (if 1.. 1-9/th / . I; /L'L.-1_ [ (f c, Major professor Date All USt 31 6 LIBRARY Michigan Stacy University ABSTRACT AN INVESTIGATION OF THE FRONT END SHEET ‘IETAL CONTRIBUTION TO RASSENGER CAR STIFFNESS by NILLIAI H. SCHULTZ II Static beaming (bending) and torsional (twisting) rigidity of a passenger vehicle influences handling and ride char- acteristics. To implement the design of future vehicles and to give experimental results with which theory could be compared, the contribution to vehicle stiffness by the sheet metal located for- ward of the body dash line was investigated. To provide that information, a program of vehicle tests was designed and performed on the test setup of a regular produc- tion automobile. Bending and twisting tests were conducted in order to determine load-deflection relationships for the vehicle with and without front end sheet metal attached to a body in various states of disassembly. The deflection data obtained from dial in- dicator measurement was graphically represented and analyzed to determine the influence of the sheet metal assembly on the frame and body bending deflection and rate of twist. A stresscoat type WILLIAI H. SCHULTZ II stress analysis was made of the sheet metal assembly attached to the vehicle Sustaining first, bending and second, torsional loading. Stress concentration and strain results were obtainable from direct inspection of the stresscoat. A mathematical and experimental investigation of the reactions between frame and sheet metal attach- ment points was performed to determine their nature and magnitude during a beaming load of 1500 pounds applied to the vehicle. Several methods of analysis were compared in order to demonstrate the appli- cability and results obtainable. From recorded and analyzed data, it is evident that the front end sheet metal assembly contributes substantially to the beaming and torsional rigidity of a regular production vehicle. It is also apparent that the sheet metal assembly has a decreasing influence on vehicle rigidity as the degree of body disassembly in- creases. From the data, it is clear that the sheet metal assembly acts like a cantilever beam attached to the front of the body and carries free end (frame-sheet metal attachment points) loadings in the form of a couple or transverse reaction. Stress analysis of the sheet metal assembly by technique of stresscoat shows that the strains produced in the sheet metal are in the lower elastic range for steel when under application of large beaming and torsional loadings. AN INVESTIGATION OF THE FRONT END SHEET METAL CONTRIBUTION TO PASSENGER CAR STIFFNESS By WILLIAM H. SCHULTZ II A THESIS Submitted to the School of Graduate Studies of Iichigan State university and Applied Science in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Department of lechanical Engineering 1961 ACKNOWLEDGMENT The author is indebted to Dr. Rolland T. Hinkle, Mechanical Engineering Department of Michigan State University for being Thesis Supervisor during the investigation presented in this report. Sincerest thanks is given the writer's Plant Advisor, Mr. Douglas R. Remy, Staff Engineer, Chevrolet Engineering Center, for personal and technical assistance in this project. Special appreciation is conferred to the following persons for their assistance in making the final content and form of this report possible: Dr. William A. Bradley, Applied Mechanics Department, Michigan State University; Mr. Carl Dobrzynski, Senior Special Tester, Chevrolet Engineering Center; and Mr. Alfred D. Bodnar, General Motors Institute Student. 11 TABLE 215 CONTENTS CHAPTER PAGE ABSTRACT ACKNWIEDGEIENTS ------------------------- ii LIST OF TABLES --------------------------- iv LIST OF FIGURES -------------------------- vi LIST OF APPENDICES -- --------------------- viii I. INTRODUCTION = —-— — - — 1 II. CONCLUSIONS AND RECOIIENDATIGIS ---------- 6 III. BEAIING AND MSIONAL TEST SETUP -------- 12 IV. BEAIING AND 'lORSIONAL TEST PROCEDURE ------ 20 V . METHOD OF DATA ANALYSIS — 27 VI. mESENTATION OF EXERIIENTAL RESULTS FOR BEAIING AND TORSIONAL RIGIDITY TESTS ----- 33 VII. INVESTIGATION OF BEAIING REACTION BETWEEN FRAME AND FRONT END SHEET IETAL ASSEIBLY —‘ —— 40 Elimination of lament Forces -------- 41 Substitutional Reaction — -- 42 Strain Gage Investigation ----------- 46 Castigliano's Theorem --------------- 47 Load Cell Data Analysis ------------- 54 VIII. FRONT END SHEET IETAL STRESS ANALYSIS ---- 57 APPENDIX ---------------- —— 67 iii TABLE II III IV VI VII VIII IX XI XII XIII XIV LIST 9; mamas Selected Beaming Results ——— _ __________ Selected Torsion Results Beaming Data for 1961 Four Door Sedan with Front End Sheet Metal Removed ------------------ Beaming Data for 1961 Four Door Sedan with Regular Production Front End Sheet letal Attached — ~ —— 'Beaming Data for 1961 Four Door Sedan with Experimental Proposed Front End Sheet letal Attached Beaming Data for Front End Sheet letal and Front and Rear Glass Removed — Beaming Data for Front End Sheet Ietal Attached and Front and Rear Glass Removed ----------- Beaming Data for Front End Sheet letal and Body Center Pillars Removed - - Beaming Data for Front End Sheet letal Attached and Body Center Pillars Removed 'Beaming Data for Front End Sheet Metal, Front and Rear Glass, and Body Center Pillar Removed Beaming Data for Front End Sheet letal Attached, Front and Rear Glass Removed, and Body Center Pillar Removed — ——- - Beaming Data for Front End Sheet Metal and Total Vehicle Roof Removed Beaming Data for Front End Sheet letal Attached and Total Vehicle Roof Removed Beaming Data for Frame Alone Torsion Data for Four Door Sedan with Front End Sheet Metal Removed ----------------------- Torsion Data for Four Door Sedan with 1961 Front End Sheet letal Attached iv PAGE 35 36 70 73 75 77 78 80 81 83 84 86 87 89 91 92 XVII XVIII XIX XXI XXII XXIII XXVI XXVII XXVIII Torsion Data for Four Door Sedan with Proposed Experimental Front End Sheet letal Attached --------------- - - —- ----- Torsion Data Results for Front and Rear Glass Removed and Front End Sheet Metal Removed ----- — — - -------------------- Tersion Data Results for Front and Rear Glass Removed and Front End Sheet letal Attached -- — — Torsion Data Results for center Pillars and Front End Sheet Metal Removed ------------------ Torsion Data Results for Center Pillars Removed and Front End Sheet letal Attached --------- Torsion Data Results for Front and Rear Glass, Center Pillars, and Front End Sheet letal Removed --- ---—-— Torsion Data Results for Front and Rear Glass, Center Pillars Removed, and Front End Sheet Metal Attached --------------------- Torsion Data Results for Total Vehicle ROOf and Front End Sheet Metal Removed ------------- Torsion Data Results for Total vehicle Roof Removed and Front End Sheet Metal Attached ..................................... Torsion Data Results for Frame Alone ————————————————— Beaming Results, Reaction Separation ----------------- Beaming Test, Variable Substitutional Reaction ------- 93 95 96 98 99 101 102 104 105 107 109 110 FIGURE 10 11 12 13 14 15 16 17 18 19 20 LIST 93 news Overall Beaming Test Results ------------------------ Overall Tbrsional Test Results ---------------------- Front Beaming Support netai1 ------------------------ Front Tbrsion Support ------------------------------- Vehicle Front Supports for Beaming and Torsion Tests ------------------------------------ Deflection Neasurement Stations --------------------- Vehicle Underbody, left Side ........................ Venicle Underbody, Right Side ____________ -_ Complete Body with Front End Sheet Ietal Removed --—-----= ................ Cbmplete Body with Regular Production Front End Sheet Metal Attached —-— —— —————— Complete Body with Experimental Proposed Front End Sheet Metal Attached -------------------- 1500 POund Dead Load for Beaming Test --------------- Revised Beaming Dead Load Application --------------- Uncorrected Beaming curve for the Four Door Sedan with Regular Production Front End Sheet letal Attached —————— — ----------- Beaming CUrves for Reaction Separation -------------- Top View of Front End Sheet Metal Assembly ---------- Variable Substitutional Reaction -------------------- Beaming Curves for variable Substitutional Reaction .......................................... Frame Stress Analysis ---------- — — ......... Actual Frame laments of Inertia --- — — —- vi 10 11 14 16 17 18 19 19 21 22 22 25 25 29 43 44 44 45 48 52 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 Approximate Frame Moments of Inertia ------------------- 53 Beaming Stresscoat Cracks ------------------------------ 62 First Stresscoat Cracks for Torsional Loading ---------- 62 Ultimate Torsional Loading ----------------------------- 63 Stresscoat Cracks Developed at 4100 Foot-Pounds of Torque ------------------------------------------- 64 Beaming Curve for 1961 Four-Door Sedan with Front End Removed --------------------------------------------- 71 C.B.C. Beaming Curve, 1961 Four-Door Sedan ------------- 72 Beaming Curve for Four—Door Sedan with Regular Production Front End Sheet Metal Attached ----------- 74 Beaming Curve for 1961 Four-Door Sedan with Proposed Esperimental Front End Sheet Metal Installed -------- 76 Beaming Curve, Front and Rear Glass Removed ------------ 79 Beaming Curve, Body Center Pillars Removed ------------- 82 Beaming Curve, Body Center Pillars and Front and Rear Glass Removed --------------------------------------- 85 Beaming Curve, Total Vehicle Roof Removed -------------- 88 Beaming Curve, Frame Alone ----------------------------- 90 Torsion Test on 1961 Four-Door Sedan ------------------- 94 Torsion Test with Front and Rear Glass Removed --------- 97 Torsion Test with Center Pillars Removed --------------- 100 Torsion Test with Front and Rear Glass and Center Pillars Removed ------------------------------------- 103 Torsion Test with Total Vehicle Roof Removed ----------- 106 Torsion Test for Frame Alone --------------------------- 108 Moment Grid Evaluation of Section 11 ------ - ------------ 121 Amplified Frame Deflection --------------- ----------«--- 122 vii LIST 9! APPENDICES BIBLIOGRAPHY --------------------------------- NOTATIONS ------------------ TABULATED AND GRAPHICRLLY ANALYZE DATA ------ = 2 ........ CALCULATION M new mom man AT m -38.92 mm INCH LIN]: ------------------ CALCUIATION FOR THE FORCE “CESSARY 1'0 DEFECT ONE HAIR BAIL A SPECIFIC AIOUNT ----- --- V111 PAGE 68 69 70 113 117 CHAPTER I Imonucrlog Beaming and torsional rigidity, stiffness of a passenger vehicle in bending and twisting, is given much study each year by automotive manufacturers. Static beaming and torsional stiffness directly influences vehicle handling and ride characteristics -- important factors in consumer acceptance and satisfaction after purchase. The static beaming and torsion tests serve two functions. First, the tests check a new vehicle design for statically weak areas in body and frame, and second, the tests provide deflection data for comparison with vehicles previously produced and well accepted by the consumer. Since desirable ranges in static deflec- tion, beaming and torsion, are of a relative nature, the second function is strictly a comparative test. Tb implement the design of future vehicles and to give experimental results with which theory could be compared, it was considered desirable by the Engineering Department of Chevrolet Iotor Division, General Motors Corporation, that the influence on vehicle beaming and torsional rigidity be determined for the sheet metal assembly located forward of the body dash line. To supply that information, the investigation presented in this report was . performed in the lechanical Engineering Laboratory of lichigan State university. 2 The general procedure used in investigating the influence of the front end sheet metal on vehicle beaming and torsional rigid- ity is as follows: 1. The vehicle was supported to facilitate both beaming and torsion tests with and without front end sheet metal attached. Dial indicators for measuring deflection were positioned as follows: a. along frame rails, frame front extensions, and frame front crossmember, b. along body rocker panels, 0. at body mounting locations, d. under vehicle supports. The beaming support was applied to the vehicle and a stand- ard beaming load was applied at each ”A" point (traverse centerline of seat load carrying positions when front seat is between adjuster attaching bolt positions and rear seat is in its fixed position). The deflection was reached for each measurement station. Deflections were analyzed to determine the region and mag- nitude of maximum body and frame deflection with and with- out the front end sheet metal attached. The torsional test support was applied to the vehicle and a torsional load was produced by means of a channel beam attached across the frame above the front axle centerline. At specific load increments the deflection was recorded 3 for each measurement station. The deflections were analyzed and the torsion rate (foot pounds per degree of twist between vehicle axle centerlines) was calculated for the body and frame, with and without front end sheet metal attached. The beaming reaction between frame and front end sheet metal was investigated by five methods listed below: a. The moment reaction was eliminated at the frame-sheet metal attachment point and a complete standard beaming test was performed on the vehicle. The data resulting from deflection measurements was analyzed for comparative purposes. With front end sheet metal removed, a substitute reaction was introduced at the frame-sheet metal attachment area and the deflections analyzed for compara- tive purposes. Strain gages were attached at selected sections of the frame to determine the moment force in the frame during a stand- ard beaming test. From the strains measured, the frame-sheet metal attachment reaction was determined. 4 d. The moment of inertia for the frame was calculated using moment grids. Castigliano's Theorem was introduced to determine the frame- sheet metal attachment point reaction. e. Chevrolet body load cell data was analyzed to determine the frame-sheet metal attach- ment point reaction. 8. A stresscoat type stress analysis was made on front end sheet metal assembly components to determine the loads carried in each as a result of standard beaming and torsional tests applied to the vehicle. Conclusions were made directly from the data collected. Chapter IIL Beaming and Torsional Test Setup, expands the general procedure of steps one and two. Chapter IV, Beaming and Tbrsional Test Procedure, discusses steps three and five. Chapter V, lethod of Data Analysis, explains in detail steps four and six. The divisions under step seven are explained at necessary locations within Chapter VII, Investigation of Beaming Reaction Between Frame and Front End Sheet letal. Chapter VIII, Front End Sheet letal Stress Analysis, is devoted to the expansion of step eight. All measurements of length presented in this report are in inches unless otherwise specified. The purpose of this report is to present the experimental results for the following: 1. Beaming and torsional tests on a vehicle which employed 5 a regular production front end sheet metal assembly and an experimental proposed front end sheet metal assembly. 2. Beaming and torsional test on the disassembled body shell with and without a regular production front end sheet metal assembly attached. 3. Investigation of beaming reaction between the frame and front end sheet metal assembly. 4. Front end sheet metal stress analysis. To accomplish the above purpose, the order of reporting will be 1. Conclusions and recommendations. 2. Beaming and torsional test setup. 3. Beaming and torsional test procedure. 4. lethod of data analysis. 5. Presentation of experimental results for beaming and torsional rigidity tests. 6. Investigation of beaming reaction between frame and front end sheet metal assembly. 7. Front end sheet metal stress analysis. 8. Appendix. The appendix contains the bibliography, list of notations, tables of recorded experimental data, graphical analysis of test data, and mathematical calculations. CHAPTER II CONCLUSIONS AND RECOMMENDATIONS The conclusions based on the data observed and analyzed in the investigation presented in this report for determining the con“ tribution of the front end sheet metal assembly to passenger car stiffness are as follows: 1. For vehicle beaming, addition of the front end sheet metal assembly reduces deflections in the frame, body and front body mount (pages 33 to 39). Comparative beaming results for all tests performed are shown in Figure 1, page 10. The percentage reduction in maximum frame and body defleCM tion compared with the vehicle without the sheet metal assembly attached is: A. Complete vehicle with regular production front end sheet metal attached . . . . . . . . . . . . . 45.3% B. Complete vehicle with experimental proposed front end sheet metal attached . . . . . . . . . . . . . 49.0% C. a. Body glass removed . . . . . . 44.0% b. Center pillars removed . . . . 35.2% c. Body glass and center pillars removed . . . . . . . . . . . 30.9% d. Total vehicle roof removed . . 7.4% 19.2% 2.8% .4% Regular production front end sheet metal was attached for cases; a, b, c, and d. 7 For beaming tests, addition of the front end sheet metal assembly increases the radius of curvature in the deflected frame and decreases the radius of curvature in the de- flected body. The location of maximum deflection points for body and frame is caused to move toward the rear wheel position (pages 33 to 39). In vehicle torsion, the addition of the front end sheet metal assembly reduces the rate of twist of the frame and increases the rate of twist in the body (pages 33 to.39). Comparative torsional test results for all tests performed are shown in Figure 2, page 11. The percentage torsion rate increase in the frame and decrease in body are: Frame Body A. Complete vehicle with regular production front end sheet metal attached . . . . . . . . 18.2% 13.1% B. Complete vehicle with experi- mental proposed front end sheet metal attached . . . . . 17.9% 7.7% C. a. Body glass removed . . . . 28.8% -6.5% b. Center pillars removed . . 22.3% 4.8% 0. Body glass and center pillars removed . . . . . 33.8% 1.4% d. Total vehicle roof removed 5.8% -1.3% 7. 8 Regular production front end sheet metal was attached for the above cases; a, b, c, and d. Beaming and torsional tests on the vehicle show that the front end sheet metal assembly acts as a beam built in at the front of the body (front of dash) and carries transverse and torsional loading at its free end - the frame - front end sheet metal attach- ment points (pages 33 to 39). For beaming of the vehicle, the moment reaction at each attachment point between frame and sheet metal has negligible effect on frame and body deflection curves (pages 41 to 42). The transverse reaction exerted by the front end sheet metal assembly on the frame at each attachment point as determined by each of the following methods is (pages 40 to 56): A. Less than 90 pounds - substitutional reaction method. B. 70.6 pounds - strain gage method. C. 77.5 pounds - mathematical solution. D. 75.0 pounds - body mount load cells. Stresscoat stress analysis shows all tensile stresses in the front end sheet metal assembly to be an undeter- mined amount below 16,500 p.s.i. for a 2500 pound 9 beaming load. Maximum compressive stress for the same loading was 25,500 p.s.i. in'a small localized area on the radiator support assembly (pages 59 t0 61). 8. Stresscost stress analysis for a torsional loading of 2500 foot-pounds produced a localized stress concentration of 19,500 p.s.i. in the hood hinge bracket. All other stresses in the assembly were an undetermined amount below 19,500 p.s.i. No critical stress concentrations developed for an applied torque of 4100 foot-pounds (pages 60 to 61). The recommendations of this report are: l) The technique of photostress stress analysis should be utilized for the purpose of determining the stress distribution in the front end sheet metal assembly. The minimum strain that may be determined by use of photostress can be as low as 170 micro-inches per inch, approximately 300% lower than the minimum threshold sensitivity accepted for stress- coat. 2) The location of beaming load application in "frame-alone" tests should be revised to provide data correlation with other beam- ing tests. Load application should be made at body mount locations and not in the transverse vertical planes containing vehicle "A" point locations where no body frame contact exists. magma—manna 2523 35.86 .. H can»; . 10 magnum Emma. 45::me 35—85 I N 0.53:— 11 CHAPTER III BEAMING.AND TORSIONAL TEST SETUP The purpose of this section of the report is to describe the test setup necessary to determine vehicle beaming and torsional rigidity with and without front end sheet metal attached. The dis- cussion will pertain to the supporting of the test specimen and the locating of deflection measurement stations. The test specimen was a 1961 Chevrolet four-door sedan with an "X" type frame and trailing arm rear suspension. The front suspension system was totally removed from the vehicle frame. Included with the test specimen was an experimental proposed front end sheet metal assembly. Using as a guide the General Motors Bend and TOrsion -Procedure for Chassis Frames, Body-Frame Combinations, and Complete cars, March 1956, the vehicle was mounted in the test setup. Alter- ations in the procedure were necessary to suit the available equip- ment in the Mechanical Engineering Laboratory. In both the beaming and torsional test setups, the rear support conditions were the same. The vehicle was supported on a knife edge passing through the centerline of rear axle location at design height. To maintain the vehicle location on the rear axle centerline knife edge, grooves were cut across the trailing arm surfaces that rested on the knife edge. The rear suspension was blocked out by means of a tubular column positioned in the normal spring positions of the rear suspension system. 12 13 For the beaming tests, the front axle support simulation was made by means of screw Jacks outfitted with conically machined stud extensions attached to the t0p of the Jacks. Figure 3, page 14, illustrates the physical arrangement of the support. The conical sections of the studs penetrate the recessed location and tie-down bolts that project'through the frame spring hanger housings. During beaming tests, the screw Jacks which were bolted to the bed plate were raised until the front reactions were transmitted to the support. For the torsional tests, a frame front crossmember support was introduced. Figure 4, page 16, illustrates the location of the support relative to the frame front crossmember. The axis about which the front of the frame assembly is twisted lies in the center plane of the vehicle and in the horizontal plane containing the vehicle design height for the front axle centerline. This axis is coincident with the centerline of the hardened steel bar which is supported in arbors that rest on the cantilever platform Jacks as shown in Figure 4. During torsion tests, the cantilever platform Jacks were raised to make contact with the lower surfaces of the centerline support arbors. The beaming screw Jacks were then lowered to provide clearance for vehicle twisting. Figure 5, page 17, illustrates the dual support arrange- ment for the vehicle with front end sheet metal removed. The beaming test load application was made directly on the vehicle seats. The front seat was adjusted on its rails to facilitate - . 330172 mam mamas ”it. ' - 3035mm Gamma. E /cmm smog. 1 /LOCATIOIT AITD TE /DU.11~I BOLT mm m: CGITICILLL ~11ACIIII‘IED STUD . L \ \ 3‘ [FM-IE ASSE'JCBLY -40 5033.: _-JACI: , BED PLATE l //////'////////////'////////)///// figure 3 - Front Beaming Support Detail 14 15 load application along a transverse line containing the vehicle front seat "A" point. The rear seat remained fixed in the regular production installation position. The torsional test loads were applied to the vehicle through a channel section bar fastened to the top of the frame directly on the vertical centerline of the vehicle front axle location. The bar, as it traversed the frame is visible in Figure 5, page 17. The bar extended 52 inches either side of the center-plane of the vehicle with load application points 48 inches on each side of this plane. Beaming and torsional test data was obtained from measure- ment of vehicle component deflection. Dial indicators with a least count of one thousandth of an inch were positioned along the frame components, along the rocker panels, at the body to frame mounting positions, and at the vehicle support areas as shown in Figure 6, Deflection Measurement Stations, page 18, Figure 7, Vehicle Underbody, Left Side and Figure 8, Vehicle Underbody, Right Side, page 19, show that several of the indicators were fastened to common stands to avoid surface variations on the concrete bed plate. The function and operation of the indicators will be dealt with extensively in the next chapter, Beaming and Torsional Test Procedure. .5933 2398a. 20% .. a 933m 16 manna ZOHmmoa g g mom gnaw EOE— mAOHmmb I m. gag 1? M'E FRONT EHEI‘ISI OHS FEM-E FRCIIT CROSS I-IEE’ZBER FEM-IE RAILS INDICAT OR P OSITI CK II‘EDICAT 1331337 If "f 650' -56' VEHICLE -40. BODY INCH LINES 3 muzmpss 1311312510113 "-20. 46. -lO. FRUIT OF DASH O 3 62, I 2. 20. 28. O. 43. Figure 6- Deflection l-Ieasurement Stations 18 SIDE CLE W111, IEF'l‘ VEHI 7 - Figure SIIE UNDERHJUI, RIGHT CLE VEHI 8 a Figure 19 CHAPTER IV BEAIING AND TORSIONAL TEST PROCEDURE The experimental procedure for determining vehicle rigidity in beaming and torsion will be presented in this chapter. Beaming and torsional rigidity tests were applied identically in procedure to the following cases: 1. 4. Vehicle with complete body, with and without regular production and experimental proposed front end sheet metal assemblies attached. Vehicle with disassembled body, with and without regular production front end sheet metal attached. Vehicle with complete body, regular production front end sheet metal attached, and strain gages applied to the frame. Vehicle frame alone. Case one is illustrated in Figure 9, Complete Body with Front End Sheet Metal Removed, Figure 10, Complete Body with Regular Production Front End Sheet Metal Attached, and Figure 11, Complete Body with Experimental Proposed Front End Sheet letal Attached. Beaming and torsional test procedures for the vehicle with stresscoat applied differ from the experimental procedures conducted for the above cases. The experimental procedures developed for sheet metal stress analysis purposes will be discussed in chapter 8, Front End Sheet letal Stress Analysis, page 57. 20 gaggmafigmfiaflomgfioo-a§ufi \ w \\ ...\ 21 Figure 10 - CQIPLETE sour WITH RMULAR PROIIICTION FRONT END SHEET METAL A‘l'l‘ACHED Figure 11 - COMPLETE sour WITH EXPRIHEN'ML PROPfiED FRONT END SHEET METAL AHACHED 22 23 The beaming rigidity test procedure required the same vehicle support arrangement in each of the four cases listed. With vehicle doors opened, deck lid unlatched, and the vehicle resting on the rear knife edge support, the front beaming supports were introduced and the front torsion supports were removed. A standard beaming testing load of 1500 pounds or 750 pounds on each "A" point of the vehicle was applied and removed to produce settling on the supports. Vehicle hysteresis was allowed to approach a deflection equilibrium for one-half hour before the dial indicators positioned at each of the measurement stations were adjusted to a zero reading midway in the indicators full travel range. From the zero settling, approx- imately one-half inch deflection up or down could be detected. lith the indicators reading zero deflection, the standard beaming test load was applied. The deflection was recorded for each measure- ment station and then the load was removed. The loading and deflec- tion measurement procedure was repeated three times at half hour intervals in order to ensure accuracy in deflection measurements. The first method of beaming load application as well as load position in the vehicle may be seen in Figure 12, page 25. Figure 13, page 25, illustrates a loading method introduced to reduce loading time. Beaming hysteresis could not be taken into account due to the experimental equipment available. In order to account for hysteresis, a 2000 pound load that is reduced to 1500 pounds is required for deflection measurement (GI Ref 2). Figure 12, page 25, shows the impossibility of removing dead weight without disturbing the test 24 setup since loading was performed from the side of the vehicle shown. The method of load application shown in Figure 13, page 25, also made it impossible to account for the effects of hysteresis. Therefore, the hysteresis effects during beaming rigidity tests were not taken into account. The torsional rigidity test procedure required the same vehicle support arrangement, front torsion support in position and the beam- ing supports removed, for each of the cases listed with one exception. In order to prevent the frame from twisting off the rear support in the frame alone test, it was necessary to add reaction forces of 250 pounds each to the frame area directly over the rear supports. Torsional loading was applied by means of hanging weights on the end of the channel beam positioned on the vehicle frame as shown in Figure 9, page 21. At specific load increments the deflection measurements were recorded. Hysteresis was taken into account by applying a maximum positive torque to the vehicle as shown in Figure 9, page 21. Deflection measurements were then recorded at specific load increments during the positive unloading, negative loading, negative unloading and positive loading phases of the torsional loading cycle. The deflections recorded during the beaming and torsional rigidity tests were analyzed for the purpose of obtaining maximum deflection and torsion rate. Representative recorded data may be seen in Table IV, Beaming Data for 1961 Four-Door Sedan with Regular Production Front End Sheet letal Attached, page 73,and Table XVI, WR-leOPOUNDDEADIDADFORBEAHIMTEST Figure 13 - REVISED BEAMNG DEAD LOAD APPLICATION 25 26 Torsion Data for Four-Door Sedan with 1961 Front End Sheet Metal Attached, pagesnz. The method of analysis applied to the recorded data will be discussed in chapter 5, Hethod of Data Analysis. CHAPTER V METHOD OF DATA ANALYSIS Final design of a vehicle is not completed until informa- tion pertaining to its region and magnitude of maximum deflection and twist under load is known. From the observations made during the experimental tests performed on the vehicle, usable and compar- able information is obtained from processed data. It is the purpose of this chapter to discuss data process- ing procedures and the points considered in an analysis of the processed data. Observations recorded during the beaming and tor- sional rigidity tests performed on the four—door sedan with regular production front end sheet metal attached, Table IV and XVI, pages 73 and 92respectively, will be considered as a general case in this discussion. Data processing for the beaming tests required an averag- ing of the three sets of deflection measurements recorded for each indicator. This averaged deflection data for each station was then averaged between stations on the same body inch line. The resulting information was then plotted on graph paper showing deflection versus body inch line location. Figure 14, page 29, shows this information plotted. Cerrection is necessary for the unwanted support settling. The correction is performed by connecting the front and rear support positions with a straight line. Vehicle rotational effects are neglected due to the relative magnitude of deflections as opposed to the body dimensions. The vertical distance found between the 27 28 lines of support under load and no load conditions is subtracted from the deflected frame and rocker panel curves. Figure 28, page 74, shows the deflection curves for the frame and rocker panel with the support deflection eliminated. It is from this type of graph that a beaming rigidity analysis is performed. In the analysis of the beaming rigidity test data, two points are considered. First, the magnitude and region of maximum body and frame deflection is considered. The greater displacement observed in the body is partially a result of the rubber body mount settling. Second, sudden changes in deflection curve slope are examined. Change in slope of a deflection curve represents a moment condition and rapid changes in slope indicate high values of moment in the member the deflection curve represents. In Figure 28, page 74, no areas of high moment concentration appear in the frame or rocker panel curves. The dashed curves of frame and rocker panel shown in the same figure are for the vehicle with front end sheet metal re- moved. They are placed there for comparative purposes. It is evident that the deflection in the dashed curve is greater than the solid curve. Between supports, the addition of front end sheet metal reduces frame deflection by 45.3 percent. For the frame curves, between the 12 and 48 body inch lines the moment is greater in the dashed curve and between the 12 and 40 body inch lines the moment is greater in the solid curve. This is the type of analysis made for the remainder of the beaming rigidity tests performed. BBS—LE «HS—h! aha—m Dzm Hzomh ZOthDn—Og mason»— Ent 255m moon gOh HE mean ”55.5 «yr—Ham DEB—:82: I v." ousmflm 29 3O Processing of the data observed during a torsional rigidity test is shown in Table XVI, page 92. The observed data was recorded in columns five through fifteen. The Operation of support settling correction shown in Tables XV, XVI, and XVII, was unnecessary for determination of vehicle torsion rate but was performed to study the effects of support settling on the testing torque selected for pur- poses of calculation, 708 foot-pounds. The first operation in data processing is the summation of deflections around the hysteresis loop resulting from the four 708 foot-pound testing torques. In torsion Tables XVIII to XXVI, pages 95 to 10% respectively, the summation of the four deflections is the first figure recorded. Rather than determining an average deflection figure at this point, all calculations necessary for deflection correlation are performed in order to eliminate relative inaccuracy resulting from rounding off smaller numbers. The second step in data processing was the referral of all deflection figures to a common lateral distance. The rear support lateral distance of 15.50 inches was selected. next, the indicators in the same plane of twist (at the same body inch) line are averaged together. Considering again the relative magnitude of deflection and body dimensions, for small angles, the arc length is approximately equal to the deflection at the lateral distance considered. Therefore, the deflection at the rear support is subtracted from all deflections referred to a lateral distance of 15.50 inches. At this point, the average deflection for the 708 foot-pounds of torque is obtained. Being the relation that one 31 inch deflection at a radius of 57.3 inches equals one degree twist, the angle of twist is calculated for 708 foot-pounds of torque. Since all data correlation is performed at 1000 foot-pounds of applied torque, the last step of the data processing procedure is the linear adjusting of the twist at 708 foot-pounds applied torque to twist at 1000 foot-pounds applied torque. Analysis of the processed torsional rigidity test data would be performed from the plot of degrees twist at 1000 foot- pounds applied torque in frame and body versus body inch line. Figure 35, page 94, shows plotted data for the vehicle with and without regular production and experimental proposed front end sheet metal assemblies attached. The analysis includes two points that are similar to the beaming rigidity analysis. The vehicle torsion rate measured between front and rear axle locations is calculated and the rate of twist is studied. The vehicle torsion rate is expressed in terms of foot-pounds per degree of twist over the given vehicle's wheelbase. From the example torsion table considered, the torsion rate for the four-door sedan with regular production front end sheet metal attached was found to be 3841 foot-pounds per degree, but corrected to the vehicle wheelbase was 3765 foot-pounds per degree of twist.‘ The second part of the torsion analysis is a study of the change in twist from point to point in the vehicle frame and body. It is evident from Figure 35, page 94, that the rate of twist in the vehicle frame for the region forward of the 12 inch line is greater when the front end sheet metal assembly 32 is not attached to the frame and body. It is also evident that the rate of twist found in the body (rocker panel) is less than in the frame. Analysis of this type was made for the remaining torsional rigidity tests. Results of beaming and torsional tests will be discussed in the next chapter. All results to be discussed were obtained from the identical method of data processing and analysis examined in this chapter. CHAPTER VI PRESENTATION OF EXPERIIENTAL RESULTS FOR BEAIING AND TORSIONAL RIGIDITY TESTS The intent of this chapter is to present the findings that result from an analysis of experimental data recorded for beaming and torsional rigidity tests performed on the following vehicle arrangements: 1. 1961 regular production vehicle. 2. 1961 regular production vehicle with experimental proposed front end sheet metal attached. . 3. Body glass removed. 4. Body center pillars removed, glass installed. 5. Body glass and center pillars removed. 6. Total vehicle roof removed. With the exception of number two, each arrangement was tested with and without regular production front end sheet metal attached. The results for tests on the frame with body and front end sheet metal removed will also be presented. The presentation of experimental results concerned with deflection and torsion rate in beaming and torsional rigidity tests respectively will be made first. These results and references to graphical figures from which they were drawn are presented in the form of tables. Second, the acceptability of results obtained will be established, and third, the results obtained from an analysis of the vehicle deflection and twisting curves will be presented. All 33 34 results are drawn from data processed as explained in the preceding chapter. Following the presentation of results will be a summary of results developed in the chapter. Beaming rigidity test results pertaining to maximum de- flection in body and frame and percent reduction in deflection contributed by the front end sheet metal are presented in Table I, page 35. Torsional rigidity test results pertaining to vehicle torsion rate and the percent increase in torsion rate contributed by the attachment of front end sheet metal are presented in Table II, page 36. The acceptability of the results obtained for the vehicle test setup and procedure presented in this report is based on com- parative results of beaming and torsional rigidity tests performed on a 1961 regular production vehicle. under beaming and torsional rigidity test number 25402-100 (8), the Chevrolet Engineering Center evaluated the same vehicle as was used in this investigation. The vehicle torsion rate was determined to be 3770 foot-pounds per degree of twist. In this investigation, 3765 was the value deter- mined. For the vehicle with front end sheet metal removed, the maximum beaming deflection determined at the Chevrolet Engineering Center was .057 inch in the frame and .092 inch in the body as shown in Figure 27, page 72. Maximum beaming deflection determined in this investigation for frame and body were .053 and .104 inch respectively. The differences in beaming results are attributed to three sources: the absence of hysteresis type deflection evaluation, TABLE I - SELECTED BEAMING RESULES Maximum Deflection Frame Body BEAIING TEST c c ‘ c: +9 'O +> +9 . c: 4» 'U +9 +3 . o m c m :30: o o a o a m h m +afil= v.0 . h m +aEIS u.n . lh.: s G-Hla 31:: = :‘fi H m.q 0.9-9 0 h . UDF4 O “-9 0 h . n m .: c o L>+3ku 4: ca.: c w 0'» h “a: :22 as... :22: :22 as. "in: 3mm mom smslsmm mom 1961 Regular' Production .029 053 45.3 .084 .104 19.2 Vehicle Fig- 28 1961 Vehicle With Experimental .027 .053 49.0 .098 .104 5,8 Front End ‘ Fig. 29 Body Glass Removed .028 ‘ .050 44.0 .102 .109 6.4 Fig- 30 Body Center Pillars Removed, .035 .054 35.2 .128 .‘135 5.2 Class Instalfiig. 31 ~ Body Glass And Center Pillars .038 .055 30.9 .137 .141 2.8 Removed Fig; 32, Total Vehicle Roof Removed :075 .081 7.4 .228 .229 .4 Fig! 33 Frame Alone --- .211 --- ---- -—-— --- Pig. 34 35 5TABLE II - SELECTED TORSION RESUETS. Torsion Rate (Ft-Lbs/Deg.) Frame Body TORSION DESCRIPTION .. '3 3: n '3 2:5 3.1+: '64» +3 2+» '54: 4a ‘ o o c o :tn 0 o 2 sin a o -pla:: .u.o a o «ulflig win in: :3 can has: :3 :«m lard O-H-p o h (nod o-»-» o h - n o n c o of» .c m s c o O«th 2:25 $18258 2:233 312.2238» Bid: 3mm 0.01:: 3H: ma mom 1961 Regular . Production 3765 3185 18.2 8970 10320 -13.1 Vehicle pig_ 35 - 1961 Vehicle With . . Experimental 3755 3185 17.9 ‘ 9530 10320 -7.7 Front End ' ' Fig. 35 ‘ Body Glass Removed 3670 2850 28.8 h8800 .8260 6.5 Fig. 36 Body Center _ . Pillars Removed, 3760 3075 22.3 9860 10360 -4.8 Glass Installe ' Fig. 37 Body GlaSs And Center Pillars 3760 2810 33.8 7100 7110 -1.4 Removed Fig; 38 Total Vehicle Roof Removed 1874' 1771 5.8 2220 2191 1.3 Fig. 39 " Frame Alone --- 1150 ---- --- --- --- Fig.'40 36 37 the replacement of body mounts four and five for this investigation, and the lack of body deflection indicators beyond the 50 inch line in the Chevrolet Data. Specific results obtained from an analysis of the vehicle deflection curves, Figures 28 to 33, pages 74 to 88 , pertain to regions of maximum deflection and radii of curvature. For the beaming curves, maximum deflection points in frame and body were at the 26 and 58 inch lines respectively, front end sheet metal attached, and at the 24 and 55 inch lines respectively, front end sheet metal removed. In the beaming test on the frame alone, the change in load application points from the body mount positions to the lateral planes containing body "A" points caused correlation between frame deflection results and the six deflection results of tests listed at the beginning of the chapter to be unachievable. Analysis of the beaming curves shown in Figures 28 to 32, pages 74 to 85 indicate the attachment of the front end sheet metal assembly to the vehicle produces the following results: deflection in frame, body, and front body mounts are reduced, maximum deflection points in frame and body move toward the rear wheel locations, the radius of curvature increased for the portion of frame included between wheels, and the radius of curvature de- creased for the body as measured on the rocker panel. Analysis of Figure 33, Beaming Curve - Total Vehicle Roof Removed, page 88 , included with the above results establishes that the front end sheet metal assembly acts as a cantilever beam attached to the front of 38 the body. Torsion results obtained from an analysis of the vehicle twist curves, Figures 35 to 38, pages 94 t0103, show that the addi- tion of the front end sheet metal assembly to the vehicle reduces twist in the portion of frame forward of the 12 inch line and in- creases twist in the body. Including Figure 39, Torsion Test with Total Vehicle Roof Removed, page106, in the analysis establishes that the assembly attached to the body acts like a torsion bar built into a support at one end. From the experimental results presented in this chapter, the following is a summary of results relating to the influence of the front end sheet metal assembly on vehicle beaming and torsional rigidity: l. In.the regular production vehicle under beaming load, the front end sheet metal assembly reduced frame and body deflection 45.3 and 19.2 percent respectively. Table 1, Selected Beaming Results, page 35, presents values for other front end sheet metal and body arrangements. 2. In the regular production vehicle under torsional loading, the front end sheet metal assembly increased frame and reduced body torsion rates by 18.2 and 13.1 percent respectively. Table II, Selected Tbrsional Results, page 36, presents values for other front end sheet metal and body arrangements. 3. 39 During vehicle beaming tests, the front end sheet metal assembly reduced deflection in the frame, body, and front body mounts. During vehicle beaming tests, the front end sheet metal assembly increased the radius of curvature in the frame, reduced radius of curvature in the body, and caused the points of maximum deflection in the body and frame to move toward the rear wheel position. In torsional tests on the vehicle, the overall rate of twist in the frame is reduced and the rate in the body is increased. Beaming and torsional tests on the vehicle show that the front end sheet metal assembly acts as a beam built in at the front of the body carrying transverse and torsion loadings at the free end (frame - front end sheet metal attachment area). CHAPTER VII INVESTIGATION OF BRAKING REACTION BETWEEN FRAME AND FRONT END SHEET lETAL.ASSAIBLY The front end sheet metal assembly is supported like a canti- lever beam when attached to the vehicle body. The application of a beaming load to the vehicle would simply cause the assembly to rotate out of equilibrium position if it were not attached to the frame at the -38.92 inch line position. Figure 16, page 44, shows the frame attachment points on the sheet metal assembly. The two points, one for each frame extension, are visible as black squares with holes located symmetrically about the radiator support opening and directly above each column of small weights. These points are the assemblies only contact with the frame. The purpose of this chapter is to present results of an experi- mental investigation of the frame - sheet metal attachment point reactions. The order of discussion of methods employed for force analysis at the attachment point is listed below: 1. Elimination of moment forces. 2. Substitutional reaction. 3. Strain gage investigation. 4. Castigliano's Theorem. 5. Body load cell data. Conclusions develOped from the discussion of results will be grouped together at the end of the chapter. 40 41 ELIIINATION OF MOMENT FORCES The two types of reactions that can exist at the attach- ment point are a moment and a direct loading. It is the purpose of this phase in the investigation to determine if both reactions exist and the relative influence of each on the deflection curves of the vehicle body and frame. Two tests were performed on the vehicle with the regular production front end sheet metal assembly attached to the body. The first, a standard beaming rigidity test, was performed on the vehicle with the front sheet metal assembly bolted to the frame. Average deflections from four beaming tests are presented in the second column of Table XXVII, pageJDB. Support correction has not been applied to results shown in the table. The average results obtained are compared with column three, results obtained in a previous beaming test, Table IV, page 73, and Figure 28, page 74. The second standard beaming test was performed on the vehicle with the front end sheet metal assembly unbolted at the frame attachment. Steel balls with lubricated seats were in- serted in the frame - sheet metal attachment area. The frame was prestressed to insure complete contact between sheet metal, steel balls, and frame. Average results obtained from four beaming tests are presented in column four of the table. Figure 15, page 43, shows the deflection curves of the frame and body for the two tests performed. It is concluded from the deflection curve separation that the deflection resulting from a moment force is negligible in comparison to deflection resulting from direct loading. Upon this 42 conclusion, the remainder of the investigation presented in this chapter is devoted to determining the magnitude of the direct loading reaction. SUBSTITUTIONALIREACTION The next phase in investigating the frame - sheet metal attachment reaction was to apply a variable force to the attachment area while the vehicle contained a standard beaming load of 1500 pounds. The variable loading was applied to a beam placed between the attachment points on the frame. Figure 16, and Figure 17, page 44, illustrates the method and position of load application. The loading applied to each attachment point began at 50 pounds. Data was recorded for load increments of 10 pounds up to a 100 pound load. The final load applied was 125 pounds. The deflection results obtained during the test are shown in Table XIVIII, page 110. After support settling correction was performed, Figure 18, page 45,. was plotted. The effects of the variable reaction is distinctly shown in the deflection curve of the frame. None of the curves shown match the deflection curve for the frame when the front end sheet metal assembly is attached to the body. Portions of the curves are comparable, for example, the curve forward of the front frame support for the 90 pound reactions is relatively the correct shape. However, between supports it is totally incorrect. The 125 pound reactions cause the frame deflection curve between supports to be relatively the correct shape, but forward of the support, the curve is totally incorrect. Since the effect of a moment reaction ZOHBEn—Hm 202.05 mom mum—>55 Uzgfim I nH 0.3m?" 43, Figure 16 - TOP VIEW OF FRONT END SHEET METAL ASSEHBLY Figure 17 - VARIABLE SUETITUTIONAL REACTION Lu. ZOHB§.A§OHEHHBD@ guy—d5 mg @3550 Gaga I w." 955: 45 46 at the attachment point has been proven negligible, the incompat- ability of results obtained is attributed to the lifting effect the front end sheet metal assembly has on the body. For purposes of illustration, the rise in the body mount can be seen in Figure 28 to 32, pages 74 to 85. As the body rises, the loading is reduced in the.frame at the front body mounting position, and the frame therefore, reduces in deflection. It is concluded from these results that a frame deflec- tion curve produced by a substitutional reaction should have the portion forward of the front support above and the portion between supports below the normal deflection curve for the frame of the vehicle under beaming load and front end sheet metal attached. A substitutional reaction less than 90 pounds would produce such a curve. STRAIN GAGE INVESTIGATION The frame is applicable to stress analysis for determina- tion of loads carried by it. This phase of the investigation will illustrate how strain gages were used for determining the normal loading at the frame-sheet metal attachment area. Baldwin-Lima-Hamilton type A-l strain gages with an effective gage length of one inch were selected for obtaining quantative deformation results incurred from normal loading of the frame. Sections normal to the frame's horizontal centroidal axis were selected at the -24.06, -30.12, and -34.50 inch lines. The gages, mounted with Eastman 910 contact cement were positioned 47 at the top, horizontal centoidal axis, and the bottom of each frame section and connected to a Baldwin-Idma-Hamilton 12 channel switch- ing luulzand SR-4 static strain indicator. Prior to load application in the vehicle with front end sheet metal attached, the nine active gages and two temperature compensating gages were balanced. Two temperature compensating gages were employed to reduce error result- ing from compensator heating. With the gages balanced, a standard beaming load was applied to the vehicle and the strains were recorded. The procedure was repeated four times to insure uniformity of results. The strains measured, however, were of such a small magnitude and non-uniformity that the results were unusable. .A more uniform sec- tion of the frame was selected next for stress analysis purposes. The section located on the ~4.84 inch line is shown in Figure 19, page 48, and illustrates the relative location of the strain gages. After four beaming tests, the average resultant strains on the sec- tion were determined. From the stress distribution, a curved beam stress analysis was applied to the portion of the frame containing the section. The calculations for the normal force at the attachment point between frame and front end sheet metal assembly are shown on pages LELIL4,115, and116. The value of the normal force was deter- mined to be 70.6 pounds on each frame front extension. CASTIGLIANO ' S THEOREI The force P produced at the attachment point between frame and front end sheet metal as a result of the 1500 pound beaming load applied to the vehicle may be determined mathematically. The if ‘i‘ v:' Figure 19 - FRAME STRESS ANALYSIS 49 difficulty in obtaining the moments of inertia for the front end sheet metal assembly make the frame the only load carrying struc- ture that may be conveniently analyzed. A free body diagram showing all forces acting on the frame reveals the unknown force P to be an indeterminate reaction. The calculation for the front support re- action, page 115, shows that the unknown force P appears in both support reactions and at the point of application. For elastic bodies, such as the frame, load deformation and statically indeter- minate reactions may be determined by energy methods. Energy methods relate the work done by the reactions producing deformation to the internal strain energy of the elastic body. castigliano's theorem states that, if external forces act on a member or structure which is subjected to deflections that are small and linearly related to the loads, the deflection, in the direction of any one of the forces,- of the point of application of the force is equal to the partial derivative with respect to the force of the total internal strain energy in the member (6). Considering the strain energy resulting from bending only, the unknown force P may be determined since the frame's deflection at its point of application is known. First, however, the moment of inertia for the frame must be determined. The moment of inertia for the portion of the frame con- sidered in the calculation of the unknown force P was established by an analysis of a finite number of frame sections located forward of the zero inch line. Sections normal to the frames centroidal 50 axis were cut in areas of rapidly changing section shape and of change in direction of the centroidal axis. The method of moment grid (4), direct measurement on grid overlays, simplified the evaluation of moment of inertia for irregular sections in the frame. Below are listed the inch lines at which sections were cut, the angle of the centroidal axis with a horizontal reference line, and the moment of inertia evaluated by the method of moment grids: Section Inch Centroidal Axis lement of Number [king Angle (degrees) Inertia (inches 4) l -39.00 2.5 1.23 2 -37.32 2.5 1.12 3 —36.97 -9.75 1.17 4 -35.35 -9.75 2.70 5 -34.36 -9.75 3.32 6 -33.33 -15.50 3.76 7 -32.40 -21.00 3.76 8 -28.96 -17.50 3.14 9 -26.66 0.00 3.14 10 -24.85 0.00 5.85 11 ~23.51 0.00 5.08 12 -22.37 0.00 8.68 13 ~13.85 10.50 16.63 14 -11.60 18.50 12.21 15 ~10.10 5.00 14.88 16 -7.42 to 0.00 variable 5.41 51 Positive angles are measured clockwise when the frame is viewed from the left side. The application of the moment grid evaluation for section moment of inertia is shown in Figure 41, pageinnx In all sections, the centroid was determined graphically. The moment of inertia about a horizontal axis through the centroid was then determined. From Table I, Distance of Grid Lines from Grid Axis (4), second moment grid spacing was selected. Grids nine and eight were selected for the upper and lower protions of the section respectively. A summation of section area intersected by each grid line in the upper and lower portions of the section was multiplied by the corresponding moment grid table constant. FOr section II, the constants for grids nine and eight were .383 and .271 respec- tively. The values obtained are the moments of inertia for the upper and lower portions of the section. The moment of inertia about the horizontal centroidal axis for the total section is the sum each portions moment of inertia. The moment of inertia of the frame is shown in Figure 20, page 52, 'To facilitate a simplified calculations for unknown force P, the variation in moment of inertia was approximated by rectangu— lar regions as shown in Figure 21, page 53. It is to be noted that in all calculations, the frame was considered free from holes. Numerous holes located near the frame neutral axis would have little effect on the moment of inertia, however, holes located near the extreme fibers of the sections would have a tendancy to somewhat reduce the value of the moment of inertia used in the calculation Figure 20 - ACTUAL FRAME mm. OF INERTIA 52 -. Figure 21 - APPROXIIATE rm mm or INERTIA 53 54 for force P. calculation for the force necessary to deflect the frame a specified amount is shown on pages 117,118, 119, and 120. The por— tion of the frame in the calculation is considered supported like a cantilever beam at the zero inch line. The deflection of the frame resulting from the force P and the increase in the front frame support reaction is measured in Figure 42, page E2. In Figure 42, the forward portions of frame beaming deflection curves for the vehicle with and without regular production front end sheet metal attached are amplified to facilitate accurate measurement of frame deflection. The measured deflection was .0037 inch. From page 120, the force P necessary to produce .0037 inches deflection in the frame is 77.5 pounds. BODY LOAD CELL DATA Measurement of body mount reactions resulting from the vehicle body sustaining a beaming load is conveniently performed by the use of strain gage load cells. In Chevrolet Engineering Center test work order 25402-96 (1), load cells designed to measure dynamic body mount forces were also used to obtain the vehicle body weight before and after the loading of experimental equipment into the vehicle body. The experimental equipment positioned in the vehicle body weighed 895 pounds with center of mass at the 65.90 inch line. The percentage of equipment load carried by each body mount was measured, but the position of loading was 5.40 inches further toward the vehicle rear than was the mass position for the standard beaming load. The percentage equipment load carried by 55 each body mount for the 65.90 inch line and 60.50 inch line posi- tions is shown below: 65.90 Inch Line; 60.50 Inch Line: Frame - RES! '7 Attachment - 0 8.4% 10.0% }' 33.6% 40.2% { Body lount - 1 25.2% 30.2% 100% 4 43.5% Load 39.3% } 66.4% 59.8% { 5 22.9% 20.5% 6 0% 0% The percentage values obtained for the equipment load positioned coincident with the standard beaming load's position were obtained by considering the equipment load situated on a system of three simply supported beams analogous to the brackets between columns. The load was placed at the 65.90 inch line position of a simply supported beam which was supported in ‘succession at each end by simply supported beams between body mounts 0 and l, and mounts 4 and 5. The simple support positions for the system of beams were such as to give the body mount percentage values re- corded in the first column shown above. The load was next moved to the 60.50 inch line position retaining the same system setup. A standard beaming load in the vehicle would be distributed on the body mounts as shown in the last column of percentage values shown above. Therefore, from the percentage values obtained, each frame - front end sheet metal attachment point would carry 75.0 pounds of a 1500 pound standard beaming load. 56 CONCLUSIONS Diverse investigative procedures were followed to deter- mine the characteristics of the frame - front end sheet metal attach- ment reactions while the vehicle supported a standard beaming load. As a result of these investigations, conclusions pertaining to the reactions are: 1. The moment reaction at the attachment points has negligible influence on the deflection curves for vehicle frame and body. From the substitutional reaction procedure, the magnitude of the reaction can be limited to less than 90 pounds. - Strain gage analysis of a frame rail section establishes the reactions to be 70.6 pounds. A mathematical analysis involving strain energy and Castigliano's theorem determines the reactions to be 77.5 pounds. Strain gage body mount load cells show the reactions to be 75.0 pounds. CHAPTER VIII FRONT END SHEET IETAL STRESS ANALYSIS Having determined quantitatively the influence of the front end sheet metal assembly on the vehicle beaming and torsional rigidity, an investigation was performed to determine how the loads travel through the assembly. A study of surface stresses was pro- posed to determine paths of principle stresses and the main load carrying components of the assembly. Stresscoat type stress analysis was selected for investigation of surface stresses because it is applicable to any mechanical part or structure, regardless of shape, the effective gage length of the brittle lacquer coating approaches zero, and gives an overall picture of the strain distribution and areas of high stress concentration (3). unlike the theoretical point application of strain gages,."whole-field" stress determina- tions are possible with a single application of stresscoat. The purpose of this chapter is to discuss the application of stresscoat to the vehicle front end sheet metal assembly and to present the experimental results obtained during beaming and torsion- al tests on the vehicle. Stresscoat application to the front end sheet metal assembly was performed at the vehicle test setup. Controlled atmospheric conditions were not available for the test. Anticipated conditions of temperature and humidity were indicated by use of a sling psychro- meter. In the investigation, brittle lacquer number 1204 was selec- ted from psychrometer indications and stresscoat charts to give high 57 58 strain sensitivity for anticipated conditions of temperature and humidity ranging between 63 and 82 degrees Fahrenheit and 51 to 63 percent relative humidity respectively (7). To determine most conveniently the strain distribution for the beaming and torsional rigidity tests, the assembly was considered symmetrical about centerline of vehicle and the follow- ing test procedure was followed: 1. Stresscoat applied to right hand portion of the assembly in P.l. and allowed to cure overnight. 2. Beaming test performed the next A.l. and data recorded and evaluated. 3. Btresscoat applied to left hand portion of the assembly in le. and allowed to cure overnight. 4. TOrsion test performed the following A.I. and data recorded and evaluated. After each coating application, curing of the brittle lacquer was facilitated with electric heaters placed under an asbestos tarpaulin that covered the entire assembly. Curing the coating slightly above room temperature may actually increase the strain sensitivity (5). After overnight curing, the heaters were gradu- ally removed from the test area and the tarpaulin eventually removed. Care was required in this Operation due to the sensitivity of the stresscoat to changes in dimensions of the front end sheet metal assembly. The large expanse of sheet metal of relatively small thickness could rapidly change dimensions at the slightest tempera- 59 ture variation. The stresscoat would sense these variations and if the stresses produced were greater than the threshold strain sensitivity, random cracking or craze would result, thereby render- ing the coating useless. Upon return to ambient temperature and prior to load application, the strain sensitivity for the coating was calibrated at different areas of the stresscoat surface by means of calibration bars that were subjected to the same condi- tions of application and curing as the testing surface. Although the stresscoat lacquers are known as brittle coatings, they are actually quite plastic and subject to creep over periods of time (5). The manner of load application in the beaming and torsional rigidity tests was revised to prevent appreciable loss of strain sensitivity in the coating. If a load is allowed to remain on the testing specimen for 11 seconds, the threshold strain increases 50 microinches per inch. If the load remains for one minute, 100 microinches per inch sensitivity is lost and in 17 minutes, 300 microinches per inch (5). It was necessary, therefore, in determining the relationship between strain and load to apply the beaming and torsional load in incre- ments. At each increment, an investigation for coating cracks was performed and then the total load was removed. It was important to have the load applied to the vehicle for the shortest possible time and the interval of no load to be greater than for load application (3). During the beaming test, load application in increments 60 of 500 pounds to a total of 2500 pounds, 167% standard beaming test load, did not produce cracks in the coating that had a threshold strain sensitivity of 550 microinches per inch. Compres- sive stresses were suspected and the 2500 pounds was allowed to remain in the vehicle for two and one-half hours to cause the stress- coat to creep to a new equilibrium or no load position. At that time, the new sensitivity was 850 microinches per inch in compression and the load was removed in increments of 500 pounds. After the last 500 pounds was removed from the vehicle, cracks in the stresscoat developed in the circled region shown in Figure 22, page 52 . The corresponding-area is visible in Figure 16, page‘44. In the torsional tests, load was applied in increments of 200 foot-pounds to crack the stresscoating applied to the left hand portion of the front end sheet metal assembly. Strain sensitivity was 650 microinches per inch. No cracking appeared in the coating for a standard torsion load of 1000 foot-pounds. Loading beyond 1000 foot-pounds required a "hold-down" reaction over the vehicle rear support area - 2000 pounds was added. Loading continued until 2500 foot-pounds, when the first cracks were visible at the hinge bracket shown in Figure 23, page 62. Loading application, as shown in Figure 24, page 63, was continued for the purpose of extending the cracks already developed. Loading was discontinued at 4100 foot-pounds to avoid vehicle roll over. The cracks developed as a result of the 4100 foot-pound torque are shown in Figure 25 parts a, b, C. d, e, and f, piges 64, 65, and 66. In the Figure 25, 61 it is shown that stresscoat cracks developed in the vicinity of beads, crimps, and corners in the sheet metal. It is concluded from the stresscoat type stress analysis on the front end sheet metal assembly during beaming and torsional loading that: l. Tensile stress in the assembly for a 2500 pound beaming load is less than 16,500 p.s.i. How much below could not be determined by stresscoat. 2. laximum compressive stress in the range of 25,500 p.s.i. occurs at one localized area during a 2500 pound beaming load. 3. A stress of 19,500 p.s.i. results in a small por- tion of the hinge bracket for a 2500 foot-pound torsional load. 4. Small areas of stress concentration greater than 19,500 result from 4100 foot-pounds applied torque, (reference Figure 23). 5. No critical areas of high stress concentrations were found. Figure 23 - FIRST STRI'BSCOAT CRACKS FOR TORSIONAL LOADIm 62 333 38969 means—s .. am 8&2 63 E SCOAT CRACKS DEVELOPED AT “100 FOOT-POUNDS OF TORQUE 60 Figure 25 - STRES 2 65 APPENDIX BIBLIOGRAPHY Dynamic Body Iount Loads on 1961 Chevrolet, Chevrolet Test Work Order 25402-96, lay 25, 1961. "General Iotors Bend and Torsion Test Procedure for Chassis Frames, Body Frame Combinations and complete Cars," larch 1956. Greer, E., Stresscoat, S.E.S.AJ lanual on Experimental Stress Analysis Techniques (Preliminary Edition), pp. 26-32, 1954. Hermann, J., lament Grids, lachine Design, VOlume 31, No. 11, pp. 129-132, May 28, 1959. Perry, C.C., and Lissner, H.R., "The Strain Gage Primer," IcGraw-Hill, New York, 1955. Seely, F.B., and Smith, J.O., ”Advanced lechanics of Iaterials," JOhn Iiley and Sons, Inc., New York, 1959. Stresscoat Operational Instructions, Iagniflux Corporation. Summary - Thrsion and Beaming Tests, Chevrolet Test IOrk Order 25402-100, August 13, 1960. 68 FCOOD. R.'. g. ‘U IN NOTATIONS Centerline Front of Dash Rear wheel Front wheel Front reaction Transverse reaction on frame rail. Partial differentiation with respect to transverse reaction P. Deflection at load P. Deflection at load P in frame length n. Total strain energy lodulus of elasticity lament reaction lament of inertia Radian Variable of length Strain Stress licro - Distance from centroidal axis Distance from centroidal to neutral axis Inch 69 TABLE III-BEAMING DATA FOR 1961 FOUR DOOR SEDAN WITH FRONT END SHEET METAL REMOVED AVG ron moucnon 166516.. 525339“ W520; "511 140.3] avg! WARS: 1 -41.00 F r__:f053 -.046 -.046 -.048 -.048 2 —41.00 P —.053 -.045‘ -.046 -.048 -.048 3 -30.00 P -.021 -.025 -.023 -.023 -.025 4 —30.00 F -.026 -.026 -.026 -.026 -.025 5 -16.00 F .004 .003 .004 .004 .004 6 ~16.00 F .004 .003 .004 .004 .004 7 416.00 F .003 .003 .004 .003 .004 8 -10.00 F .017 .021 .019 .019 .019 9 -10.00 F .018 .021 .018 .019 .019 10 6.50 B 11 3.00 B .108 .111 .112 .110 .104 12 3.00 B .091 .106 .098 .098 .104 13 6.50 B 14 12.00 B .090 .087 .088 .088 .094 15 12.00 F .055 .055 .056 .055 .057 16 12.00 F .059 .057 .058 .058 .057 17 12.00 B .090 .110 .099 .100 .094 18 28.00 B .101 .101 .110 .104 .105 19 28.00 F .061 .060 .061 .061 .062 20 28.00 F .063 .062 .060 .062 .062 21 28.00 B .104 .105 .106 .105 .105 22 43.00 B .110 .111 .109 .110 .113 23 43.00 P .058 .057 .057 .057 .059 24 43.00 P .060 .060 .060 .060 ,059 25 43.00 B .117 .118 .114 .116 .113 26 60.00 B .118 .115 .116 .116 .120 27 60.00 P .050 .050 .054 .051 .051 28 64.00 P . .050 .050 .053 .051 .051 29 60.00 B .126 .123 .121 .124 .120 30 80.00 B .105 .109 .104 .106 .108 31 80.00 F .039 .039 .039 .039 .040 32 80.00 F .041 .040 .041 .041 .040 33 80.00 B .111 .110 .106 .109 .108 34 101.50 B .079 .076 .077 .077 .080 35 99.00 F .022 .024 .023 .023 .023 36 99.00 P .024 .024 .022 .023 .023 37 101.50 B .085 .081 .081 .083 .080 38 — — B—F +.027 +.o30 +.028 .028 .026 39 — — B~F +.023 +.024 +.026 .024 .026 70 age—am BE 928a E: an econ ~52 82 mos FEB 62g . on 6.5»: 71 Egg 3 929: 2.55 gum moon ~59— Hcmd 80h ago 023 I an Qua—mun 71 — ~u -—>-—--+ .—...-- .— -___, I -_-_.- . -— .———._4 7 '7 Figure 27 - C.E.C. BEAMING CURVE, 1961 FOUR DOOR SEDAN TABLE IV- BEAMING DATA FOR 1961 FGJR DOOR SEDAN WITH REGULAR PRODUCTION FRONT END SHEET METAL ATTACHED 73 AVG FOR “mar” “243:0" £333?! TEST no. 10:23:50? um no. a?" ffl'figfi rm——-————T-—-— 1 -41.00 F -.010 -.011 -.013 -.011 -.013 2 -41.00 F —.014 -.015, -.014 -.014 -.013 3 —30.00 F -.004 -.007 -.007 -.006 -.008 F 4 ~30.00 F -.008 -.o12 -.007 -.009 -.008 5 -16.00 F .005 .004 .003 .004 .004 6 -16.00 F .005 .003 .003 .004 .004 7 416.00 p .004 .003 .003 .003 .004 8 -1o.00 F .014 .014 .011 .013 .014 9 —1o.00 P .013 .014 .015 .014 .014 10 6.50 B .067 .059 .069 .065 .065 11 3.00 B .069 .069 .064 .067 .068 12 3.00 B .070 .066 .069 .068 .068 13 6.50 B .068 .060 .068 .065 .065 14 12.00 B .058 .049 .048 .052 .063 15 12.00 F .035 .033 .034 .033 .033 16 12.00 P .026 .036 .036 .033 .033 17 12.00 B .074 .070 .074 .073 .063 18 28.00 B .062 .062 .061 .062 .076 19 28.00 P .039 .038 .039 .039 .039 l+___20 28.00 F .039 .039 .038 .039 .032___ 21 28.00 B .092 .089 .084 .088 .076 22 43.00 B .084 .075 .074 .078 .086 23 43.00 F .039 .037 .040 .039 2.032 24 43.00 P .039 .038 .040 .039 .039 25 43.00 B .091 .099 .094 .095 .086 26 60.00 B .112 .097 .092 .100 .099 27 60.00 P .036 .036 .035 .036 .036 28 64.00 p .036 .036 .037 .036 .036 29 60.00 B .094 .111 .089 .098 .099 30 80.00 B .110 .104 .098 .104 .098 31 80.00 F .032 .031 .032 .032 .033 32 80.00 F .034 .032 .034 .033 .033 33 80.00 B .084 .097 .095 .092 .098 34 101.50 B .088 .086 .085 .086 .089 35 99.00 F .024 .023 .022 .023 .024 36 99.00 F .025 .024 .024 .024 .024 37 101.50 B .086 .090 .096 .091 .089 38 - — 13—1: .026—5 .031 029 ‘ I029 ° .93; c 39 — — B-«F .0323 .033 El. .032 E .032 c .031 c . DEEDS—Li ASE—S SHE—m can 829: ZOHSDQOE as: 2.53 gnaw moon mach mg H350 alga I an chamdh 74 TABLE V- BEAMII‘B DATA FOR 1961 FOUR DOOR SEDAN WITH EXPERIMENTAL PROPOSED FRONT END SHEET METAL ATTACHED AVE: FOR m 02431.0" 1:31 wafiggggfofiesr no. 3 “A1665 miccflmlfggfi 1 -41.00 P -.012 -.014 -.014 -.013 -.013 2 ~41.00 F -.011 -.0144 —.014 -.013 -.013 3 +-3o.00 F -.006 -.009 -.008 -.008 -.008 4 -3o.00 F -.005 -.008 -.008 -.007 -.008 5 -16.00 F .005 .003 .002 .003 .003 6 -16.00 P .006 .004 .002 .004 .003 7 416.00 F .006 .000 .002 .003 .003 8 -10.00 F .014 .011 .011 .012 .013 9 -10.00 F .016 .012 .013 .014 .013 10 6.50 B 11 3.00 B 12 3.00 B 13 6.50 B 14 12.00 B .068 .068 .067 .068 .072 15 12.00 F .031 .030 .032 .031 .032 16 12.00 P .036 .037 .030 .034 .032 ‘ 17 __12.00 B .080 .073 .074 .076 .072 18 28.00 B .089 .084 .084 .084 .089 19 28.00 F .037 .035 .034 .035 .037 20 28.00 P .040 .039 .036 .038 .037 21 28.00 B .100 .093 .090 .094 .089 22 43.00 B .101 .097 .098 .099 .102 23 43.00 P .037 .036 .037 .037 .038 24 43.00 F .039 .040 .036 .038 .038 25 43.00 B .113 .109 .094 .105 .102 26 60.00 B .110 .107 .112 .110 .115 27 60.00 F .035 .037 .034 .035 .036 23 64.00 P .036 .036 .035 .036 .036 29 60.00 B .119 .120 .118 .119 .115 30. 80.00 B .101 .098 .100 .100 .103 31 80.00 F .031 .033 .031 .032 .032 32 80.00 F .034 .030 .033 .032 .032 33 80.00 B .120 .113 .111 .105 .103 34 101.50 B .080 .081 .082 .081 .086 35 99.00 P .024 .023 .023 .023 .023 36 99.00 P .023 .023 .022 .023 .023 37 101.50 B .090 .092 .091 .091 .086 38 - - B—F .024c .023 C .023 c .023 a .026 C 39 - — B-F .029‘ .028 c .025 c .028 c .026 c 75 Qgfimzu Adam! ham 2 829E éhzgmmam Sumac»; :83» 729mm moon ”50.2“ meH mom M350 UZHEM— I am whamdh 76 I AND FRUIT AND REAR GLASS RMOVED TABLE VI- BEAMIPG DATA Fm FRONT END SHEET METAL AVG FOR momma 16%?» 32:33)"! 1251' no. 1 01:51:42“ 1231' no. '3“?! BEES: .1 -41.00 F -.047 —.047 -.047 -.047 -.048 ' 2 -41.00 F -40481 -.0494 -.048 -.048 —.048 3 -3o.00 P -.023 -.022 -.022 -.022 -.023 4 -30.00 F -.024 -.024 -.024 -.024 -.023 5 -16.00 F .004 .004 .004 .004 .004 6 —16.00 F .005 .005 .005 .005 .004 7 416.00 P .002 .002 .003 .002 .004 8 -10.00 F .022 .022 .022 .022‘ .022 9 -10.00 P .022 .022 .023 .022 .022 11 3.00 B .093 .092 .093 .093 .095 12 3.00 B .097 .096 .097 .097 .095 15 12.00 F .053 .055 .054 .054 .056 16 12.00 P .057 .058 .057 .057 .056 18 28.00 B .108 .109 .107 .108 .108 19 28.00 p .059 .060 .059 .059 .060 20 28.00 P .060 .061 .060 .060 .060 21 28.00 B .110 .107 .108 .108 .108 22 43.00 B .119 .120 .118 .119 .119 23 '43.00 F .055 .057 .056 .056' .057 24 43.00 P .057 .037 4.056 .057 .057 25 43.00 B .121 .118 .119 .119 .119 26 60.00 B .121 .121 .120 .121 .126 27 60.00 P .049 .050 .049 .049 .049 28 60.00 p .049 .050 .049 .049 .049 29 60.00 B .132 .129 .130 .130 .126 30 80.00 B .111 .114 .112 .112 .114 31 80.00 P .040 .040 .039 .040 .041___ 32 80.00 p .041 .042 .041 .041 .041 33 80.00 B .118 .114 .116 .116 .114 34 101.50 B .085 .086 .086 .086 .086 ' 35 99.00 p .026 .026 .026 .026 .027 36 99.00 F .027 .027 .027 .027 .oL, 37 101.50 B .086 .084 .085 .085 .086 77 TABLE VII-BEAMING DATA FOR FRONT END SHEET METAL ATTACHED AND FRONT AND REAR GLASS REMOVED INCH F - rams DEFLECTTCTN— AVG "5 F??- "mcno' LOCATWN ' ' 3°" TEST no. 1117:" no. 2 TEST NO. 3 5‘“ ”Cecil-:35 1 -41.00 F -.013 ;.013 -.013 -.013 -.014 2 -41.00 F ~.016 -.015+ -.015 -.015 -.014 3 ~30.00 F -.007 -.008 -.008 -.008 -.008 4 -30.00 F «.008 -.006 ~.007 ~.007 -.008 5 -16.00 P .002 .004 .003 .003 .003 6 ~16.00 F .003 .003 .004 .003 .003 7 416.00 F .004 .002 .003 .003 .003 8 ~10.00 P .013 .013 .013 .013 .013 9 -10.00 F '6013 .014 .013 .013 .013 11 3.00 B .072 .071 .071 .071 .067 12 3.00 B .062 .062 .061 .062 .067 15 12.00 F .034 .035 .035 .035 .035 16 12.00 F .035 .035 .035 .035 .035 18 28.00 B .095 .096 .095 .095 .093 19 28.00 F .038 .038 .038 .038 .039 20 28.00 F .039 .039 .038 .039 .039 21 28.00 B .092 .091 .091 .091 .093 22 43.00 B .109 .110 .110 .110 .108 23 43.00 F .038 .037 .037 .037 .038 24 43.00 F .038 .038 .038 .038 .038 25 43.00 B .107 .106 .106 .106 .108 26 60.00 B .119 .119 .118 .119 .120 27 60.00 F .037 .036 .036 .036 .036 28 60.00 F .036 .036 .036 .036 .036 29 60.00 B .122 .120 .119 .120 .120 30 80.00 B .113 .114 .113 .113 .113 31 80.00 F .033 .033 .033 .033 .033 32 80.00 F .033 .034 .033 .033 .033 33 80.00 B .113 .111 .111 .112 .113 34 101.50 B .092 .093 .092 .092 .091 35 99.00 F .027 .027 .027 .027 .027 36 99.00 F .026 .026 .026 .026 .027 37 101.50 B .089 .089 .089 .089 .091 78 sarcasm 35¢ :58 52 ESE £255 ozmmfim . on 6.53m 79 TABLE VI I I-BEAMING DATA FOR P RO‘N’I‘ METAL AND BODY CENTER PILLARS REMOVED EN D SHEET AVG FOR "men” macaw : I £3315 TEST NO. 1105;35:ng TEST NO. 3 $1565 LNOCCHAlfigE 1 ~41.00 F I_‘-.O48 -.049 -.O49 -.O49 -.051 2 -41.00 F ~.052 —.0524 -.052 -.052 -.051 3 -30.00 F -.022 —.022 -.O22 -.022 ".023 4 -30.00 F ".024 -.023 -.023 -.0?3 -.023 5 ~16.00 F .004 .004 .004 .004 .004 6 -16.00 F .004 .004 .004 .004 .004 7 416.00 F .002 .003 .003 .003 .004 8 -10.00 F .023 .023 .023 .023 .023 9 -10.00 F .022 .021 .022 .022 .023 11 3.00 B .095 .094 .094 .094 .097 12 3.00 B .100 .098 .098 .099 .097 15 12.00 F .056 .056 .057 .056 .058 16 12.00 .060 .059 .060 .060 .058 18 28.00 B .125 .127 .136 .126 .125 19 28.00 F .063 .062 .062 .062 .063 20 28.00 F .064 .063 .063 .063 .063 21 28.00 B .123 .124 .123 .123 .125 22 43.00 B .142 .143 .143 .143 .145 23 43.00 F .059 .058 .059 .059 .060 24 43.00 F .060 .060 .060 .060 .060 25 43.00 B .147 .144 .146 .146 .145 26 60.00 B .148 .147 .148 .148 .151 27 60.00 F .053 .052 .053 .053 J053 28 64.00 F .052 .053 .053 .053 .053 29 60.00 B .156 .152 .154 .154 .151 30 80.00 B .126 .125 .125 .125 .129 31 80.00 F .042 .042 .041 .042 .043 32 80.00 F .044 .044 .044 .044 .043 33 80.00 B .134 .131 .133 .133 44129 34 101.50 B .082 .081 .082 .082 .084 35 99.00 F .024 .024 .023 .023 .024 36 99.00 F .025 4025 .024 .024 1924 37 101.50 B .086 .084 .085 .085 .084 80 TABLE IX- BEAMII‘G DATA FOR FRONT END SHEET METAL ATTACHED AND BODY CENTER PILLARS REMOVED AVG FOR momma 1621??“ :33“! 1551' NO. 10%:1’Eizfozfl TEST NO. 3 $1565. L"§c".#}§§, 1 -41.00 F '-:.018 -.018 -.018 -.018 -.018 ' 2 -41.00 F -.018 -.018 -.018 -.018 -.018 3 ~30.00 P —.008 —.008 -.008 -.008 -.010 4 -30.00 F -.011 -.011 —.011 -.011 -.010 5 -16.00 P .004 .004 .004 .004 .003 6 —16.00 F .003 .004 .003 .003 .003 7 416.00 F .003 .002 .002 .002 .003 8 «10.00 P .017 .018 .017 .017 .016 9 -10.00 P .014 .014 .014 .014 .016 11 3.00 B .077 .079 .078 .078 .078 12 3.00 B .077 .077 .077 .077 .078 15 12.00 F .038 .039 .039 .039 0.040 16 12.00 P .041 .040 .040 .040 .040 18 28.00 B .114 .116 .115 .115 .115 19 28.00 P .043 .045 .043 .044 .045 20 28.00 F .046 .046 .046 .046 .045 21 28.00 B .114 .115 .114 .114 .115 22 43.00 B .135 .135 .135 .135 0.135 23 43.00 F .043 .045 .044 .044 .045 24 43.00 F .044 .045 .045 .045 .045 25 43.00 B .136 .136 .136 .136 .135 26 60.00 B .143 .143 .143 .143 .145 27 60.00 P .042 .043 .042 .042 .042 28 60.00 F .040 .041 .041 .041 .042 29 60.00 B .147 .147 .146 .147 .145 30 80.00 B .123 .125 .124 .124 .125 31 80.00 F .035 .036 .035 .035 .036 32 80.00 P .037 .038 .036 .037 .036 33 80.00 B .127 .126 .126 .126 .125 34 101.50 B .086 .086 .085 .085 .087 35 99.00 F .025 .025 .025 .025 .025 36 99.00 P .024 .025 .024 .024 .025 37 101.50 B .088 .088 .088 .088 .087 81 nm>oamm mdm=D UZHI7 @700@709©709I~ :r-w—H— 7'“ C 1) a C) I) z F: Ci) : Q) Q C) CD _ G) F CID h EFF; ’19 Wu INCH-(.l/Vé‘ 44707944 §§ _ 1.1% .31“ _,§_- 1§ 911%-- 13 1g 1. 53m __.__ __ _Fd F_ I I R I 5" 2055.542 ”mm $5 I § ~§ ’3": -~ § § '5 FE 8005;220:2221,- Jmcwa ' 36 f. Few-F W“) 91¢ a 8 a I} a I? ‘22 3 ' . ' 3§ ./ «"00 F 112/2]- : .,/'/'911.0I.95 .070 2:099 27:95 :‘l'l'5 .07'/_ __,.F/F'9' I ' 0'9'9 -/0'0 (:17 000 k" F 7‘” 00: F W“? -» . .' ';"'./.:/.IS‘_*:'0.95 507'0 .009 ./:0':0 ../'/'5 :"07'4 /'0'5 To“ I 1:057 7035 113 1'0; ‘7 F"‘1"I 3— 730200; —-F 1534 ~ ,_ '.:.,-.I/'0'2 09/ 30901004 “/55 1090 001/ F F F/Iy‘aFFIFE 4' “'0’79 1035 '0'9‘7 701:; I II' “"4 73403 F 1-75.94 $056 :077 i057 .0" m0 _/'0./ 05:7 "pl/33 FIFIF'wa~»-~=r— /.. 0'79 .053 '700 3000 *F ‘ 5 «6010' F "1 0'0 1"3016'0 0'59 .040 0;? 909's 2200/ 05:9 O95 FIF '/ ' 05"! I052 1002 097 ' "“6 ’FI’é'ozdr-‘f IPOQ ' ' 00:2 .002 L002 .001 .002 .0'0/ .00:2 .000 I' I 0'00 '000 000 '000 ' .1171 14:60:13-! 1.0.201 706:4 20451-092 .0'59 .099 .007 7035 1038 IF I II 2:0'4'5 '05'2 0‘6'010‘3'5' "8 FIFIQOITF (5‘42: ‘ IOFIO '056 '04? "3'69 F1235 I05" .049 11 ,07'1'2I — II '0'54—070 2008040 2 “9‘ —:";»’P-0;€.[—" 174.00 - ,. 5'07? I'057to42 .05. /29___ 000 £000 :2/0'9II ‘11059 004 57910143 I “"“ -1 M 7.20.0 5 32 ' ' .002 009 .050 “I075 114'! “2094 .095 [2'4 II 'I' '035307’5 :0‘9‘4 253 ‘ I 215 * F2109;- F 14:62 , 4055 4043 055F‘I '39 7075 ‘:048 .033. 009 ' . f I i I 040 ~F04'0 4040 F05! F "’ 1-./2.0.0:__..E WIMGZ ’ I" , 1059 70331024 . '5/ .093 _054 70250 10259004 FFF E i “0934 7050 '05:; 302:2 .3 1% ’2-04--...5 0932135 :06! 1000 2050 ,000 .755 /02 7005 «.725 ® FF F F 'F‘ ' 2.057 '07; F “,2 .7055 2 8 * 0000:. 5 ---52<38: 1 .074 .002 .050 2:2 707/55 2:000 704/ I/05 "0w / ~ ‘2 001—079 «I000 '04'/ 96‘ 2000 F 924 I .032 0.20 .030 £12.:000 +027 .079 Q45 I W F F I '0‘25'1020 152‘, '07; 75‘ 332020;-" 9J4 :0/0 .:0/4 7010 '0 "0 .000 I099 :009 22050 ? Fm ; _ 1 «ms 7029 039 :00‘5 « ' F ~-;Zf3 @- «5 +3288 - 2079 1‘05? :040 .079. 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