SEMQLA'E‘EQN ANS AF; ALYS ES 3.? GU33? QWJZ ‘e’ 53:; G:‘\é.C¢ é hosts (‘0? {{tc Swag-:3 35514.3, MEIER: :3“? WE LRWER‘JQ‘Z‘Y Leonard 50mph Meye? 19663 IIIIIIII IIIIIIIIIIIIIIIIIIIIIIIIIIIIII Rummy“! ; I ', i-‘zichigan State I a? University . i 27 I4416I _‘.‘-___ '— ABSTRACT SIMULATION AND ANALYSIS OF OLDSMOBILE DIVISION G.M.C. HOOD DAMAGE By Leonard Joseph Meyer Oldsmobile, Lansing Division of G.M.C., in the past year has been having problems in the correction of hood damage. These reports continually flow into their Packag— ing Methods Department from the other five divisional plants. To assist in curbing this branch plant discontent and hood damage costs, research was conducted and presented in this paper. The research began with an analysis of all the damage reports received at Oldsmobile since September 1967. The analyses were made to determine: .1) where damage oc— curred, 2) what kind of damage occurred, 3) at which loca- tions the damage reports were most prevalent. From the re- sults of these analyses, indications were given of what to test for on the vibrational table. This helped in the determination of the most suitable vibrational motion to Leonard Joseph Meyer use for the simulation of railcar damage. The three mo— tions used to try and duplicate damage were: icircular synchronous motion 30° out«of-phase. circular synchronous motion. and non-synchronous motion. The motions were used to test two types of packing procedures. The first was conducted to test the present 1968 model hood packing methods. The second test was con- ducted to test the future packing methods in consideration by Oldsmdbile. The major findings of the report were: 1) Linden. New Jersey indicated itself as being the poorest destina- tion for shipment of hoods; 2) Non-synchronous motion produced the best simulation of railcar motion and damage; 3) Banding repositioning and improved bar reworking were in order for change to help prevent damage; 4) In-yard railcar switching did not yield any conclusive results leading to hood damage. SIMULATION AND ANALYSIS OF OLDSMOBILE DIVISION G.M.C. HOOD DAMAGE BY Leonard Joseph Meyer A THESIS Submitted to Michigan State University in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE School of Packaging 1968 DEDICATION In gratitude to my wife, Rosemarie, for her time and patience and assistance I wish to dedicate this paper. ACKNOWLEDGEMENTS This paper is written with appreciation extended to Dr. James Goff, Director of the School of Packaging, and to Mr. Arthur Chabot, Supervisor of Oldsmobile Pack- aging Methods Department, without whose permissions this presentation would not have been possible. iii TABLE OF CONTENTS Page ACKNOWLEDGEMENTS . . . . . . . . . . . . . . . . . iii LIST OF TABLES . . . .-. . . . . . . . . . . . . . v LIST OF FIGURES. . . . . . . . . . . . . . . . . . vii LIST OF ABBREVIATIONS. . . . . . . . . . . . . . . ix INTRODUCTION . . . . . . . . . . . . . . . . . . . 1 Background . . . . . . . . . . . . . . . . . . 1 Purpose of the Report. . . . . . . . . . . . . 2 The Importance of the Report . . . . . . . . . 3 DISCUSSION OF PROCEDURES . . . . . . . . . . . . . 4 Results of the Analyses Presented in the Introduction . . . . . . . . . . . . . . . . 4 Testing of 1968 Model Hood Packing Methods . . 6 Testing of Possible Revisions for 1969 Hood Packing. . . . . . . . . . . . . . . . . . . l7 Policing of Packing and Loading Procedures . . 23 SUMMARY.AND CONCLUSIONS. . . . . . . . . . . . . . 25 APPENDIX . . . ._. . . . . . . . . . . . . . . . . 27 LIST OF TABLES Table 1. Circular Synchronous Motion 30° out-of- phase Testing of Current Packing. . . . 2. Circular Synchronous Motion Testing of Current Packing . . . . . . . . . . . . 3. Non-synchronous Motion Testing of Current Packing . . . . . . . . . . . . . . . . a. Test 1 . . . . . . . . . . . . . b. Test 2 . . . . . . . . . . . . . 4. Non—synchronous Motion Testing of Revised Packing Methods . . . . . . . . . . . . -a. Test 1 . . . . . . . . . . . . . b. Test 2 . . . . . . . . . . . . . 5. Circular Synchronous Motion 30° out-of- phase Testing of Future Packing Ideas . 6. Revision 1. . . . . . . . . ._. . . . . . 7. Revision 2. . . . . . . . . . . . . . . . Appendix A1. Analysis of damage in Railcar after Each Packaging Change. . . . . . . . . . . . Page 10 10 10 14 14 14 18 20 22 32 List of Tables.-—Cont. Appendix A2. Analyses of Destination vs. Hood Damage . . a. Analysis of Destination and Damage versus total number of Hoods Shipped. . . . . . . . . . . .'. . Analysis of Destination versus The Amount of Damage in Damaged Ship— Ifients. . o o o o o o o o o o o o .0 Analysis of Infiroute Damage versus Railroad Cars USed for Three or More Destinations. . . . . . . . . Analysis of Which Hoods Received the Greatest Amount of Damage. . . Analysis of Hood Damage-—by Hood Number--versus Destination . . . . vi Page 37_ 37 37 38 41 42 LIST OF FIGURES Figure 1. Original Banding Locations. . a. Top View. . . . . . . . b. Side View . . . . . . . 2. Banding Relocations . ._. . . a. Top View. . . . . . . . b. Side View . . . . . . . 3. Impact Bar Locking Device . . 4. Pr0posed Change-over Drawings a. Notched Lever Locking Device. b. Notched Metal Peg Locking Device. 5. Plastic Coated Metal Hood Spacers 6. Aluminum Bar Revisions. . . . . a. Plug Welded Externally. b. Plug Welded Internally. Appendix A1. Photographic Representation of Typical Complaints. . . . . . . . . vii Page '12 12 12 13 13 13 15 16 16 16 19 21 21 21 28 List of Figures.--Cont. Appendix a. Broken Bands. . . . . b. Released Impact Bar . c. High Banding Tensions d. Poor Material Handling. e. Rest Pad Too High . . A2. Time in Transit vs. Damage. A3. Motions Used in Vibrational Testing viii Page' 28 ' 28' 29 ' 29 30 31 43 LIST OF ABBREVIATIONS Railroad Companies (TP) Texas Pacific R.W. (MP) Missouri Packfic R.W. (GNW) Great North Western R.W. (IC) Illinois Central R.W. (CB&Q) Chicago Burlington & Quincy R.W. (UP) Union Pacific R.W. (G.T.W.) Grand Trunk Western R.W. (N.Y.C.) New York Central R.W. (SP) South Pacific R.W. (PRR) Pennsylvania R.W. (P) Pacific R.W. (SOU) Southern R.W. (PA) Pennsylvania Atlantic R.W. (G.M.C.) General Motors Corp. ix SIMULATION AND ANALYSIS OF OLDSMOBILE DIVISION G.M.C. HOOD DAMAGE INTRODUCTION Background Elimination of branch plant discontent and high in- shipment hood damage costs are two objectives continually under Oldsmobile's scrutiny. (See Figure A1 in the Appen- dix for photographic representation of typical complaints.) To try to eliminate this dissatisfaction and high costs, the packaging methods department is being held responsible; as a result, a great deal of trial and error testing is being conducted. After a complaint is received the packag— ing department analyzes it and then tries to make the ne- cessary corrective action. With each new correction, the department goes through a testing sequence to determine the feasibility of the design. The testing is essentially all trial and error, which includes the use of the vibration table and actual railcar shipment. If the design with- stands the laboratory tests it is ready for use; and if the 1 railcar shipments prove to be successful, the new method is continued in its use. Purpose of the Report It is the intent of this report to try and find what actually are the resultant factors contributing to the in—shipment hood damage; and then, it is the intent to find the probable solutions for them. The points analyzed as possible contributors to shipment damage are: 1) analysis of time in transit versus hood damaged, 2) analysis of each railroad car used by Oldsmobile, 3) analysis of hood damage with reSpect to each sequential Ghange in the rack design, and 4) analysis of damage versus destination. These analyses are broken down in the Appendix and shown in figure A2 and tables Al and A2. Points 2 and 3 are combined in table A1 and table A2 is a composite of five separate analyses. Considerations being used to try and locate or liquidate these and future problems are: 1) the use of the vibration table under three separate and distinct mo- tions rather than one—-as was used in the past (See figure .A3 in the Appendix for graphic representation and explanation of these motions); 2) the use of a more effi— cient method of policing the packing and loading procedures. prior to shipment. The Importance of the Report The importance of this report is four-fold: 1) to try and give a possible grain of insight into the current causes of the damage. 2) to try and find better methods of policing packing and loading of hoods. 3) to try to (reduce branch plant discontent. 4) to try and give some assistance to whomever may wish to pursue this course of action further. DISCUSSION OF PROCEDURES Results of the Analyses Presented in the Introduction The analyses, which are broken down into Figure A2 and Tables Al and A2 in the Appendix, were made with the final outcomes presentedlxnsn In Figure A2, it was con- cluded that time in transit versus hood damage presented 'no significant correlations. In Table Al, the concluding results indicated: 1) the packaging changes made no sig- nificant contribution to the elimination of damage reports; 2) the railcars, which had reported hood damage, did not reveal any defectiveness as; poor suspension, poor couplers, and draft gears, or flat wheels. Table A2c was also in- cluded in this analysis, where, railcars serving three or 'more deStinations were checked for any correlation in the damage reports. The results indicated no correlations; therefore, it was determined that railcar defectiveness “was not a major contributing factor to hood damage. In frable A2, the results of the five separate analyses indi- cated a direct correlation between destination and hood 4 . damage. Linden, New Jersey, showed the greatest affinity for the reported hood damage. Concluding from these analyses, it was determined that: 1) Linden, New Jersey would serve as the best test run for any future trial shipments. Positive test runs to Linden would raise hopes for possible successful ship- ments to the other four destinations. The high damage reports received from Linden could be attributed to bad road beds, poor railroad tracks, closer inspection of in— coming shipments, or poor engineering. Quoting a railroad engineer, " . . . setting all damage producing factors aside, damage to railcar contents is directly proportional to the ability of the engineer running the train . . . ." 2) Broken banding and releasing impact bars were the main constituents contributing to hood damage. The testing, that follows, was conducted with two aspects in mind: 1) Testing was conducted to provide a more effective means of banding and of locking in impact bars for the 1968 model-car—hood shipments; 2) Testing was conducted with the future shipments in mind--l969model car hoods. The testing in this part was directed toward the elimination of banding in favor of a plastic coated Inetal spacer, which to date had already shown signs of star quality in test runs, and to continue the testing of the impact bar. Testing of 1968 Model Hood Packing Methods The use of the vibrational table in the following I four test tables was designed Specifically to try and du- plicate the various damage reports received at Oldsmobile in the last nine months. Table 1, below, was conducted with the table set in circular synchronous motion 30° out-of-phase. With this motion it was hOped that the pitching or rotational vibrations produced in the railcars could be partially simulated. In actual railcar shipments these vibrations are amplified significantly whenever the exciting frequency matches the natural pitch frequency of the railcar, and its contents; as a result, this may be damage producing. Testing, as indicated in the table, gave negative results from 140-210 cpm; however, it was interesting to note that at 180 cpm the rack began to cycle out of phase every three to four seconds. As a result, the new rack motion caused it to impact hard against the table bed. The impacting caused the hoods to shake violently. The TABLE 1.-—Circu1ar Synchronous Motion 30° out-of—phase. Testing of Current Packing EunningTimes Cycle Settings Results (Min .) (Cpm) (CPS) 15.30.60.120, 140 2.3 Negative 180,210 " 150 2.5 " " 160 2.7 " " 170 2.8 " " 180 3.0 " " 190 3.2 " " 200 3.3 " " ' 210 3.5 " " 220 3.7 Impact bar released once in 30 min. test and twice in each of the remaining test periods 15,30 230 3.8 Negative, at this point, due " 240 4.0 to the severity of vibration " 250 4.2 and safety reasons, testing " 260 4.3 was limited to the short " 270 4.5 testing periods " 280 4.7 shaking and impacting resulted in the loosening of the im- pact bar pin; however, the pin never completely worked it- self free until 220 cpm. When the testing reached 220cpm and the impact bar released it was felt that the test was successful in dupli— cating one cause which attributed to hood damage; however, inspection of the bar indicated it had a defective locking mechanism originally. This result would have left the test a failure if the new impact bar would have stayed locked into place; however, the new bar released eight more times at 220 cpm making the test successful in the duplication of one cause of damage. No redesigning of the impact bar lock was considered at this time. The other motions were planned to be used first; then, the motion yie1ding the most responsive duplicating of both the band breaking and impact bar releasing would be used to test any redesign ideas. As the testing proceeded beyond 220 cpm little evi- dence was given for any type of damage duplication. With workmen working and resting in the vicinity of the vibra- tion table the testing had to be abbreviated for safety reasons. The testing, therefore, was limited to only the fifteen and thirty minute test durations. It was felt, however, as a result of the first two time periods of each test, that the extended test periods would not have yielded any significant results. Table 2, page 9, was conducted with the table set in circular synchronous motion. Using this motion the vibration table did not simulate any damage producing factors, which had occurred in railcar shipments. As a result, this motion was considered as non-effective and TABLE 2.-—Circular Synchronous Motion Testing of Current Packing . Running Times Cycle Settings Results (Min .) (Cpm) (CPS) 15,30,60,120,180 140 " 150 " 160 " 170 n . 180 " ' 190 " 200 " 210 " 220 " 230 " 240 " 250 " 260 " 270 " . 280 0 LA.) Negative \IU'IUJNOCDQUILUNOCDQUI bkbfibwwwwwwwwwm should not be used as a means for testing the simulation of hood damage. Tables 3a and 3b, page 10, were conducted with the table set in non-synchronous motion. Using this motion, excellent results were produced, which were indicative of those produced in railcar shipments. It was discovered at the commencement of the test— ing that, due to the severity of the rack vibration, re- straints had to be made. The lateral movement of the rack ‘was thwarted by chaining it to the side of the table. The 10 TABLE 3.--Non-synchronous Motion Testing of Current Packing a. IRunning Times Cycle Settings Results (Min.) (Cpm) (Cps) 5 140 T 2.3 Negative 1 0 u u u . 15 " " Impact Bar Released 2 0 n u u n n 28. " " Metal Band Snapped b. IRunning Times 'Cycle Settings Results (min.) (Cpm) (Cp3)‘ 5 140 2.3 Negative 1 0 . " II n 15 " " Impact Bar Released 2 o u u n n ‘ u 29 " " Metal Band Snapped forward movement was restricted by nailing two by four's into the table bed in front of the rack. The two by four's were so placed to allow the rack a maximum movement of four inches either backward or forward. Using these restraints caused the rack to vibrate violently; however, the rack seemed to be lacking good longitudinal motions. As a re- sult, three one inch shims were used to reduce the table movement longitudinally to a maximum of one-inch. These conditions seemed ideal for testing; however, they were too violent to be carried on beyond 140 cpm.. Therefore, 11 all the non-synchronous motion testing was carried on under these conditions. The tests during the first two Periods were nega- tive; however, the pins locking in the impact bar did loosen. From the fifteen minute period on, the bar re- leased between twelve to fourteen minutes into each test. Finally, at twenty-eight minutes the high tensile three- quarter inch by .031 inch band snapped. To test the val- idity of the results in Table 3a the test was rerun with almost identical results. Following these tests the bands were repositioned to check if breakage, due to band tension, could be reduced. Table 4a and 4b gave almost identical results with both indicating that band repositioning offered possibil- ities for consideration; however, even though the results afforded some recognition over 3a and 3b it was not enough to warrant complete change-over. Minor alterations to the hood spacers would have to be made, first, before changes could have been made. To extend the test with h0pe of validating the change-over a new three-quarter by .035 inch banding was ordered. It was felt that this more flexible 12 Fig. l.--Original Banding Locations a. TOp View b. Side View 13 Fig. 2.—-Banding Relocations a. Top View b. Side View .4 est... . . v 11“ t~§ I. «in . L. r. be 4. nan-Lu... ,r...3...~;fifl £5.41... 4.. .~. ... . . . .. . ...v.‘l\...m .vV l TABLE 4.-—Non—synchronous 14 Motion Testing of Revised Packing Ideas a 0 Running Times Cycle Settings. Results (Min.) (Cpm) (CPS) 5 140 2.3 Negative 10 II II - 15 " " Impact Bar Released 20 II ll 30 II II 42 " " Metal Band Snapped b. Running Times Cycle Settings Results (Min .) (Cpm) (CPS) 5 140 2.3 Negative 10 n u 15 " " Impact Bar Released 20 u u 30 ‘ n n 45 II II 50 " " Metal Band Snapped band would offer longer periods of staying intact; there- fore, it would warrant the banding repositioning, and di— vider alterations. Due to the slow arrival of the new banding material the testing of banded hood racks ended here. Summarizing the results these tests, it can be posi- tively stated that non-synchronous motion was the best mo- tion for the simulation of what causes hood damage, namely 'broken bands and released impact bars. It was realized that [WM .31 .3... 1...! ariWWw 15 the vibrations produced under this motionxmue or may have been more severe than those in_a railcar, due to the in- creased severity of the tests under the restraining condi- tions. These conditions could lead to over—packaging even though this would be an excellent beginning point since this is the first time damage factors had been reproduced with regularity and in approximately sixteen times faster than previous methods. During the testing no changes were made on the im- pact bar locking device due to limited time; however, Fig- ure 3, page 15, has a photograph of the current locking de- vice and Figure 4, page 16, has the two proposed change-over drawings, scaled to 1/2" = 1". Figure 4a proposal has used the same housing for the locking pin; however, modifications Fig. 3.--Impact Bar Locking Device 5-7 ‘. ‘1; 7 _ _ __.—_ q-— n.5, , a a 1.51... .fl 4‘. t..§ua..i_uu..m...-vt 2.3%...”th . . .., t £...:<.;.v~1., . i... . 1.1 \ 16 Fig. 4.--Pr0posed Change—over Drawings a. Notched Lever Locking Device b. Notched Metal Peg Locking Device I553. :. .h . z . 1.5.. AIKEVBZAMSI. £1... i......n:i.fi.i.1;§+fi{ TM . .....4... . . . .. flew.» u 17 were made on the pin. The pin was cut in.a declining angle from front to the rear to allow clearance for the depres- sion of the notched lever, which was attached to the front of the pin. In actual use the pin could easily be slid into place and withdrawn by depressing the lever to allow room for the notched area to pass through the hole. Figure 4b prOposal, again, uses the same housing unit for the pin, with modifications again made on the pin. The change consisted of welding, at a downward angle, a notched metal peg on to the back end of the pin. The pur- pose of the notch would be to serve as a location where a clip could be attached, after the peg was pushed through the angled hole in the impact bar. The clip would be easy to insert, to restrict the movement of the pin, and it would also be easy to pull off to release the pin and lock. Testing of Possible Revisions for 1969 Hood Packipg» The testing in the following three tables was con— tiucted to test possible revisions in the retention methods for 1969 hoods. These revisions were considered since band- ing had been the major contributor to hood damage in the past. 18 Testing in Table 5 was conducted with the table in synchronous motion 30° out-of-phase. The new hood reten- tion revision used consisted of an aluminum bar with a plastic coated steel insert (See Figure 5 for new insert). TABLE 5.--Circu1ar Synchronous Motion 30° out-of-phase Testing of Future Packing Ideas kunning Times Cycle Settings I Results (Min.) (Cpm) (Cps) _;9 .Ll40 2.3' Negative " 150 2.5 " " 160 2.7 " " 170 2 .8 .. 1 " 180 3.0 " " 190 3.2 " " 200 3.3 " . " 210 3.5 Impact bar released twice " 220 3.7 Two impact bars released, nuts and lock washers were stripped of bolts connecting the hood di- vider with the rack As presented above, the testing was limited to a short running time and a short range of cycle settings. This was attributed to large holes produced in the aluminum ‘bars through wear from loose bolts, and also as a result of the wear into the end of the metal divider during the test period-—wear is illustrated in figure 5, page 19. The wear on the parts can be attributed to the force of the hoods :moving the insert backward and forward. This sliding p...» .1“ . i . v3... 1.. 1“ '4‘}. . .. 4. .F . Aida“ .. . . $5 3 an... . _ _ .1. ...1......... A...» s-.. .19 Fig. 5.--Plastic Coated Metal Hood Spacer motion was always abruptly stopped by the insert slamming into the vertical bar holding the insert and bar in posi- tion. As the slamming continued the hoods shook with an increasing momentum; as a result, caused increased damage to the insert. Table 6 below was a continuation of table 5 with the exception of a revision made on the aluminum bar. The revision consisted of welding an aluminum slug across -the slot at the end of the bar. This had the affect of 20 limiting the sliding motion of the insert and the movement of the hoods. (See Figure 6 for revisions, page 21.) TABLE 6.--Revision 1 Running Times I Cycle Settings . Results (Min.) (Cpm). (Cps) 10 140 2.3 Negative " 150 ' 2.5 " " 160 2.7 " " . 170 2.8 " " 180 3.0 " " 190 3.2 Impact bar released OI 200 3 . 3 I! H II " 210 3.5 A1 piece knock out off both ends of left-hand separator and one end of right—hand separa- tor The new revision limited the hood motion to a short backward and forward motion; as a result, the hoods shook less violently. The test proceeded along with indications of appearing to offer positive results, when at 230 cpm three of the four slugs were broken from their welds. The testing was stopped and the hoods were checked for any damage. Along the top of the hoods, where the insert held the hoods apart, there were small repairable dents. A visual inspection of the insert revealed the apparent cause of the damage. The plastic, which coated the metal, started to flow and formed a little ball on the end of each \\\\\‘.\R‘ \/ \/ x\\\\x\\\\ Fig. 6.--A1uminum Bar Revisions a. Plug Welded Externally II II I II I I l l :\\ V\/ '/V \\\\I I I II IL. m H I I I I n b. Plug Welded Internally 1r 1 [ll 1 .- 22 spacing unit, like that of the ball formed by forcing air to the end of a balloon. The ball serves as a hammer with each contact with the hood and resulted in the dents. Table 7, the second revision, is a continuation of tables 5 and 6. The second revision consisted of fitting and welding an aluminum slug into the slot at the end of the aluminum bar to restrict the insert movement completely. TABLE 7.--Revision 2 Running Times Cycle Settings Results (Min.) (Cpm) (CPS) ‘ 10 140 2.3 Negative " 150 2.5 " " 160 2.7 " " 170 2.8 " " 180 3.0 " " 190 3.2 " " 200 3.3 " " 210 3.5 Impact Bar Released " 220 3.7 AlApiece knock loose from bar From thecnmset, the new revision accomplished what it was intended to do, namely, to restrict the movement of the hoods in the rack. This was accomplished throughout the test with the hoods and rack moving as one unit with each motion of the table. giaééae 23 After an elapsed time of three minutes into the 220 cpm test the weld on the left retention bar broke loose. The test was terminated, at this point, and the hoods were checked for visible damage; however! there were no indications of any damage. Testing was terminated here as a result of the limited availability of the testing facilities. Summarizing, the three tests indicated a possi-. bility for future considerations. If a new or stronger weld could be structured the testing could be continued through the other two motions. This testing should be advanced prior to on-line shipping, which could result in costly trial and error shipments. Policing of Packing and LoadingiProcedures Consideration was given to these procedures as a result of casual inSpections of the loading and packing of hoods.' At times mishandling of racks by the forklift truckers resulted in dented hoods, and at times packing neglect resulted in the impact bars being left unlocked. Closesnmveillance of rack handling will not always rectify conditions as these. Handlers have to be n r . V I ... .l. I... In.“ $4.34.»...3fix4 24 constantly made aware of the consequences of laxness.- To date this has not been a serious problem; however, it can- not be left unconsidered if damage reduction is to be com- pletely'achieved. ‘ The major problem area lies in the packing of the hoods. It was discovered upon frequent trips to the pack- ing area that impact bars were not always locked. On occa- sion, when pins offered sliding resistance, the lock was left Open rather than being forced shut or having the im— pact bar replaced with efficient locking devices. A sample was taken of ten different carload ship- ments, where eight racks per car were visible, for unlocked impact bars. Of the eighty visible racks twelve racks had at least one unlocked impact bar. An average of 1.5 un- locked impact bars per railcar seemed low; however, with consideration given to the unseen racks this average could have been higher. The unlocked bars may have never fallen out of place, but nevertheless, a potential damaging con— dition did exist and had to be given consideration. Closer inspection by those concerned would have increased the probability for fewer damage reports. A ' Ada—Lani .— F3 '1 I . _._. :1. .........4Q 55.1 I. 9 :41.qu a .ufim W .7 "I. .. 4............. . SUMMARY AND CONCLUSIONS In summarizing it was hOped that this paper pre- sented a feeling for the existing hood damaging problems at Oldsmobile, and that the approach to the solution of the problems could lend assistance to whomever wished to further pursue this course of action. In testing of the 1968 banding procedures, the vibration table was able to simulate damage consistently using non—synchronous motion. The revisions made on the rack indicated that_the hoods would be able to endure greater shocks than the original procedures; however, new banding material should extend the period of protection. If banding is eliminated in future models, the testing of the possible revisions indicated that the plastic-coated metal dividers would be a superior change—over from the banding procedures. In concluding, the trial and error testing that was used was, to an extent, successful; however, the pur- pose of this paper was to try to eliminate the trial and error testing in favor of quantitative testing. This _25 glass... .33.. «magq 26 approach would have been presented if the on-line testing had been permissible. Then the correlation of the on-line result with the damage report analysis should have pro- vided sufficient data to proceed in a technical manner. .I.. “"4436 3‘ 1 ‘ -.¢| APPENDIX rus'- . _ .____E Di 28 Fig. Al.-—Typical Complaints I u . knit-c"... .y-i ~s" V i u ~ I l ' l I l I r all”. ‘b. Released Impact Bar 29 Fig. Al.—-Cont. c. High Banding Tensions V Z w. 3 ‘ II II If P , -..~— . d. Poor Materials Handling 6.5.5.. 3...... 1g . a... 5 . Rana...» pi» 2.....i .. .. . A}. . 30 Fig. Al.--Cont. e. Rest Pad Too High 31 OmmmmmbmmmmmvmMNNNHNONmHmHDwaflwamamaaaoamm b o m G mm Ho ____—__.______E________________ uuuuuuuu VNr/l/ . l\\\\\// rXL.-.-....------xul:\\l-.l.:// ...../ .l \\ , AH/ ..\--.X./. .\ // x... x, T \ \ . I]. 4‘ \ / ... ....> ,x. x . Hull \ / m x, (. l I. x / ”/5... / rl / \ / 4.. I 1| \ / . a I \ _ ll / \ F a < i I /\ .4 i _ “H < , c _ l , a _ I , ‘ _ .I ,. _ I ’. _ TI ,. l < l mmnow ......... fl Tl m. Ammmcv uflmcmua CH mafia mmmema manmuflmmmm lllll mmnsmn annoy mmmEmn m> uflmamua a. mafia--.~< .m.m OOH com com 00¢ com 000 can mmmamn . . 1.... gamigfiwfigfl 32 haucmuUHfiumucw own on on 0% mOmOQHDQ mflflummu .HOM wmfi OUCH. 0mm ammommmfi usm muoommm owummam momwm.oco ms 0mm Nmmwon ucofimum .uoo m mmm mmonouwz m mmm hmmommmb mumw Auflom ma mmm ommommmb m mmm . ommowmmb m mmm ammommmo undo mmmcmx mm om .bomOBNmz mu 0mm Ohmmammm wv com mmmommmb coflmcmu mcaocma Hon» hm com mmmommmp Icoo 0» omms mHoou mcflccmn 3wz Hm omm .meombmma ugosoum .ummm hm mmm mvomhmma mumo Susom e mmm mmmmnmzeo. spam mmmcmx mm omm vmmmmammm ucoEmum .ms< ommmfima Ummmflnm “mu 0cm . mmmcmno mcflmmxomm Hmuoa Hmuoa >m3afimm :oflumcflummn aucoz omcmno mcwmmxomm gown Hound Maudfimm :« mmmfimn mo mwmhamcoz m mmm .Hmmmumzeo ma mmm hoamaowmo mumo gunom ma mmm mmmommmb mm mmm owmnmowz o mmm ammommmp mufiu mmmcmm ma mm hmmhoowz hmH omm Hummaomm on own mammhmBBo cmvcwq wmmmfiwn ommmflnm umu cam mmmcmno mcflmmxomm Hmuoa Hmuoa >M3Hflmm cowumcwummo nucoz .ucouuu.H4 magma 34 5H mmm omohmowz smocaq me ova oaonoowz mm omm Hummflomm muouomuoum umcuoo me oom nmmhoowz voosaam.ou wmammum mcamm em omm mmNommms uaoemum .cmn ma mmm mmmmmamm om mmm owomnmma mucmaua oma mmm Hambmowz mm mmm nmmommma mumw nusom m mmm ”vomhmme m mmm onmmaomm mo mmm ammommms suuo mwmcmx HH mmm mmmmhmzao mo mmm ovouoowz cmncfiq on com meomhmme om ova mmohmowz «a ova mmmomm ooa omm meomnmme ucoamum .umn commfimo wmmmflfim umu 6cm mmmcmno mcfimmxomm Hmuoa Hmuoa hmBHHmm coflumcwummn gucoz .unoouu.~< manna 35 I hmEfl - raga. mm mmm ommommmo om mmm hoamaowmo mvH mmm mmmvaH oumo nusom w mmm ommmhmzeo mm mmm Hummaomm mm mmm mmmommmp muflo mmmcmm 0H owa mmmbmeBw mung gamma. co momflm one. om omm mmmmnmzao mxooH paos on momfi mcowmfi>mm hm own hmmommms ucofiwum .Qmm om mmm vgchaoom «m mmm mvomhmma mucmHufl ma wmm mmmmnmzao om mmm ommommmb om mmm mmmommmo mumo susom cm me mmmommmb mm mmm hmmommms 5 com omomnmma ma mmm «mmmmammm m mmm gmmommmo om mmm mmmvon m mmm mmohoowz 5H mmm mmmmnmzso mufio mmmcmM oommfima owmmflnm HMO cam mwmcmao mcflmmxomm Hmuoa Hmuoa mmBHflmm .COHumcwummn gucoz .ucoouu.H< manna (Ila.-. 1.34... REEHV ._ m 36 m mmm nmmmmammA ha com mmmmbmzeo ma mmm nmmommmp auflo mamcmm 5: com em mmhmzao goons . “mm He mmm Hmmmhmzeu mums zusom. 5H mmm mmmommms e mmm ommmnmzao huwo mamcmm moa omm mammnmzeo mm com ommmmammm mma 0mm mmmommmn ooa 0mm mmmmmammm mm mom mvomwmma mm omm mmmommmb mHH omm amonoowz an «ma mmmmmam mma omm moamaowmo nma 0mm hmmommmp hma omm ommmnmzeo mmH mum Nmmvon mmH mum Ammommmb coocfiq pom: mxooHQ “woman 3oz mv omm mmmmhmzew ucofimum .Hmz ommmfimn Ummmflam “no can mmmcmno mcwmmxomm Hmuoa Hmuoa >m3aflmm cowumcflummn Aucoz .HGOUII.H¢ manna 37 mmmEmQ m.mH «.mm ¢.m m.~m n.a~ mo unmoumm mucmemflsm NoH mmm omo mH>.H ~HH.H ummmfimn 2H mmmfimn . mucmfimwnm mmm.H amm.¢ mon.o mnm.m oma.m ommmsmn a. mooom Hmuoa mucmHum oumo fiuaom .Nuflo mMmcmM cmocflq ucoEmum mucmfimwnm Ummmfimn cw mmmEmo mo unsoE¢ on» mamum> coaumcflummn mo mamaamcc An mmmEma m.o . «.m N.H m.HH m.o mo usmoumm mmmEmQ «ma va . omo mmn.H ~HH.H omuuommm Hmuoa ommmflsm nom.ma mon.~H moa.mm mom.¢fl oao.ba mooom . Hmuoe mucmaufi mumw gusom muflo mamcmx cmpcflq ucofimnm oommflam mpoom mo quEsz Hmuoe mumum> mmmfima can coflumcflummn mo mwmhamcm Am mmmfiwn poem .m> nodumcaummn mo mommamcaul.~¢ wands 38 .mmmfimp mo unwoumm ummsmfls may Suwz cowumcfiummoa mflcm>ahm Iccmm Ammmu mo unmoumm mmmEmn Umuuommm cmamflzm mooom Hmuoe UHMHomm mmxma Away UmmD wm3aflmm vm mmm mucmfluq hm mmm mumo nusom Nw mmm mufio mmmcmm cmocwq mm 5mm mom ovm mo unmouom mmmfimn Umunommm cmmmflsm mooom Hmuoa ucofimum . mcoflumcfiummn who: no moans How bomb mumo omouawmm msmum> mmmfimn ouSOMIGH mo mwmhamcm AU .HGOOII.N€ mafia? 39 .mmmfimo mo ucooumm ummamfin msu zufl3 coaumcwummo* unmoumm an: nu: mm nma . _ med mmm5mo omuuommm owMHomm cum Ummmflnm unusom Ammo nu: In: one omm com mcoom . Hmuoa unmonmm In: mmm mam FNH mom mmmamn wounommm cameomm Ummmfism conga Amos :1: omH.H «mn.~ omm omo.H mvoom . Hmuos comb Nd3aflmm mucmaum mumo Susom wuflo mmmcmx cmocwq ucoEwum .HCOUII.N< magma 4O .mmmfimp mo unmoumm ummamfin onu SufiB cowumzflumonk Hmuucmo xuow 3oz AUMZV *m.oN m.mH mo unmoumm mam om ommfimn omuuommm nmmmanm mmH.H owm mooom Hmuoe Hmnucou mflonHHHH AUHV comb mm3afimm mucmflum m.H N.m m hm mmm was *H.om H.mH mwa mm mmm mmm OHMU Svfiom 3&0 mMmGMvm o.m¢ H.FH mo unwoumm «ma mv mmmfimm Umuuommm cmmmflsm mum , omm mooom Hmuos GQUGHA ucoamum .uCOUII.N¢ manna 41 .momH Hflnmé m mo mm ommmfinm can acme Hmnfisc Hmuoai .mmmfimp mo unmoumm ummzmfln may £ua3 :oHumcwummn« H.m mma.a mN¢.©m mawmow m.H . NH© 0mm.m¢ thmmm h.m mh¢.H Hom.©H mocmmm b.m . ©mm.a www.ma omvmmm ummmwnm Hmuoa a. mmmfimo mo pamoumm wwwfimo Hmuoa *momz Hmuoa “$3852 poom mmmfimo mo unsofim ummummuo om>wmoom mooom £0w£3 mo mamhamcfl AU . mmmfimn III h.m m.m m.¢ “v.va mo unmoumm nu: ma mm an m. momsmn Umuuomom cumummz xcsua Ummmwsm Ucmno Azeov III mhw can mmm owm mooom Hmuoe UmmD mm3aflmm mucwaufi wumo nusom Nuwo mmmcmx codewn usoEmum .ucooau.m¢ manna 115 .........,.........., Eagé 42 \D H r—l m.m m.® ommmwnm Hmuoe cw 0mmamn mo ucmoumm QNH om 0H0 Nvm mmm fimm mum hvm vmw mmo Hmm.h mmo.NH mmo.© hm0.m mvm.mm mom.om m¢N.h Hw®.h 00¢.m ov~.m mavmo¢ thmmm oawmoc thmmm mawmov thmmm omwmmm movmmm mmwmmm mowmmm mucmaum mumw nusom huwu mmmcmx amused ucofimum mmmEmn Hmuoa wmmmflnm Hmuoe Honfisz boom :ofiumcflummn cofiumcflumma msmuw>llumnfisz coon hallommfimn noon mo mflmhamcm Aw .ucoouu.~¢ «Haws 43 Fig. A3.--Motions Used in Vibrational Testing* Circular synchronous motion 30 out-of-phase. Motion above was produced with the eccentrics on the secondary shaft 30 out—of-phase from those on the pri- mary shaft. Again, both shafts operate at the same speed but because of the out—of-phase relationship of the shaft eccentrics, the table surface tilts as it describes an elliptical path. This type of motion reduces the top swing on high loads and also introduces some of the side sway encountered in normal transportation. Circular-synchronous motion. Motion above was produced by setting the ec- centrics on the two shafts in phase with each other with both shafts Operat- ing at the same speed. Consequently, the table surface remains level as it travels in a 1" diameter circle. Non-synchronous motion. This motion is the most difficult one to visualize, since it is random or erratic. When this motion is produced, the primary and secondary shafts Operate at slightly different speeds causing the phase relationships of the eccentrics on the two shafts to change continuously. This results in an intermittent tipping action when the eccentrics progress to a point where they are briefly 180 out of phase. They continue to change phase relation until they are briefly in phase again and so on. *L.A.B. Corporation, Skaneatbles, N.Y. Package Tester Motions, 4-8-63. I‘ll-£35.11. mflmumnamavm mflfi4 . ... ._ . ._.. 7121ng r ‘lfi. It... .‘nu—‘l .“An ~ My ... . m mnmzfigg s .. .. .. .. . mm. HICHIGRN STRTE UNIV. LIBRQRIE ES 11 111 1111274