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The Effect of Automobile Body Design on Horsepower Consumption

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The Effect of Automobile Body Design on Horsepower Consumption AU ABSThACT OF T TFSI OF for ___in Name) (Decree) (Major) Dato Thesîs presented ------ Redacted for privacy Abstract approved: ------------------- (Major Profeseor) There are various opinions held as to the value of stream- lining automobile bodies ior reduction in power oonsumption. Numerous experiments and wind tunnel tests have been made on models In the past f e years predicting substantial savings In power. Thee is however, a scarcity of evidence correlating wind tunnel measurements with actual road conditions. The pur- pose of this thesis was to verify wind. tunnel predictions both qualitatively and quantitatively. The power requirements or a number of automobiles were measured by a deceleration method of road testing, and their wind resistance analysed mathematically. 1hen coipared with previously conducted wind tunnel tests the results obtained were found to be in close agreenent. Approximately forty per cent Increases In gasoline niileage over the entire speed range are indicated with further increases possible with the adop- tion of the rear-engined design. Smoke Tunnel tests on scale niodels of a conventional car and the posible ultimate In the streamlined front-engined and rear-engined cars, show qualitatiely why this s ving is effec- ted. The conclusion was reached that streamlining was practi- cal and desirable under present day driving conditions. THE EFFECT OF AUTOMOBII1E BODY DESIGN ON HORSEPOWER CONSUMPTION by PAUL EYOLFSON A THESIS submitted, to the OREGON STATE AGRICULTURAL COLLEGE in partial fulfillment OÍ' the requirements for the d.egree of MASTER OF SCIENCE June 1936 APPROVED: Redacted for privacy ¿J In Charge of Major; Professor of Mechanical Engineering and Head, of the Department Redacted for privacy ¿2 Chairman of School Grathiate Committee Redacted for privacy ; Chairman of College Graate Council û r,' TABLE 0F CONTENTS Page I. Introduction ------------------------------ i General Design -------------------------- 2 Comfort Figurel------------------------------ 3 Safety------------------------------ 4 Eoonomy ------------------------------ 5 II. Previous Investigation General Data ------------------------------ 7 .E'revious Drag lieasurements --------------- 9 Figure 2 ------------------------------ 12 III. Road. Test Analysis Road Test Procedure ---------------------- 13 Road. west Results and Discussion 15 Figure3 ------------------------------ io Figure4------------------------------ lo Figure5 ------------------------------ 19 Another asis of Comparison -------------- 20 FigureO------------------------------ 21 IV. ua1itatjve Analysis The Smoke Tunnel ------------------------- 22 Figure7 ------------------------------ 22 Figureb ------------------------------ 24 Figure9 ------------------------------ 25 The Aerodynamics of the Conventional Car 25 Figure 10 ------------------------------ 26 The Conventional Car Streamlined 27 Figure 11 ------------------------------ 27 The Ultimate in Practical Streamlining --- 28 Figure 12 ------------------------------ 29 V. Conclusions ------------------------------ 30 APPENDIX Road Test Data and Analysis ---------------- 31 Bibliography ------------------------------ 37 TII EFFECT OF àUTOMOBILE BODY DESIGN ON HORSEPO''îER CONSUMPTION I. IITRODTJCTION The styling of the automobile, in Its comparatively short history, has been changing rapid.ly. Up to now, this evolution has been largely due to the designing artists' change of taste, the public fancy, and the need for greater stability in the vehicle with advancing speeds an better roads. The change has been from the twelve-mile-an-hour horseless carriage to the present day automobile capable o± speed.s up to 90 miles per hour and above. In spite o± this refinement there have been no appreciable changes in the placement of the essential parts, mainly because manufac- turers have seen no need. for any radical departures from cnventional design. Advancement in design has been a process of furnishing more powerful, economical and. de- pendable motors; providing roomier bodies, easier riding chassis, and more luxurious arid appealing appointments without offering anything to the public that might be looked on as "too radical" or "unproven". .ut the refinement of the homeless carriage has reached a peak. Today the automobile is seldom driven at a speed which is within the range of reasonaole economy. A very large percentage of the power required is used to over- come atmospheric resistance. It is not at all unreasonable to believe that body design can be modified in such a way as to effect a considerable saving in power at the conven- tional speeds of the present. The obvious solution is stre amlining. Streamlining of the automobile was first given serious thought by airplane designers. Exhaustive and numberless tests conducted by them pointed the way to the reduction of the "parasitic drag" of the airplane fuselage. The resist- ance of the atmosphere to the automobile can and. has been definitely shown to be analogous. The purpose o± this thesis is to give consideration to tie desirability of automobile streamlining from the stand- points of comfort, safety, beaut, of design and economy. The first step is to outline the general design of a stream- lined. car. GENERAL DESIGN The first consideration would. naturally be to stream- line the conventional motor car. Professor Lacy's experl- merits indicate that by eliminating excrescences and. irregularities and providing a long tapered tail, an approximate reduction of 60 per cent ir air resistance can be effected. The body length of his best aerodynamic model was about 2.6 times the wheelbase. His compromise model with length ratio of 1.75 effected about a 50 per cent 3 reduction. When compared to present motor oars with a ratio of 1.63 on t'ne average, the length of' the streamlined model would certainly lead to difficulties of driving, parking, and housing. So, although good aerodynamic properties can be built into current models, it would seem advisable to rearrange the placement of motor and passenger space so that the body contours may approach the "teardrop", providing ample room for passengers and yet remain within a practical length. The rear-engined car is strongly recommended as (3)*, the solution by Sir Dennistoun Burney E. G. Ried (2), O. G. Tietjens (4), and. others. o OMPORT lthoug'n there may be some who would dispute the state- ment, the author feels justified in assuming that the riding quality of the type of car under discussion could at least be made equal that of the present day car. Properly MOOEL C 1933 Suic Figure 1 * Numbers in ( ) refer to bibliography. 4 designed springing, a good example of which exists in the "Scarab", should accomplish this and more. The Scarab also amply illustrates the spacious passenger compartment end smooth riding that can be built into a rear-engined design. Better and more uniform riding qualities are indicated from the pos3ibility of placing the variable load closer to the centre of gravity. Figure 1 illustrates the satisfaction of passenger-space requirements. The profile of the passenger compartment of a 1933 Buick, 12? inch wheelbase, is super- imposed on the profile of Model C which has a wheelbase of 125 inches. dditional comfort is realized in the elimina- tion of engine noises and fumes and the reduction of wind. noise which is sure to accompany the smoothing of the exterior. SAFETY The safety of the motor car depends on its road. stability, ease of handling and what might happen in the case of a crash. Moodie () states that the conventional car will aw into the wind, but that a rear-engined streamlined car, having its centre of gravity well back and its centre of pressure forward, will yaw away from the wind. This, of course, means instability on the road. However, the state- mett is by no means proven, and Ried (2) claims that if the transverse contours are well rounded that the effect of cross-winds will ce negligible. Tests are to 0e made at Stanford. University in this respect. The use of a frameless body as developed by "Cord" engineers and further lowering of the body by the absence of the driving mechanism under the floor, will effect a much lower centre of gravity and produce greater stability and handling quality. In the event of an accident there is some possible concern fDr the motor beLng located in the rear. The front passengers are deprived of the protection of the motor as a "bumper". There is also some danger that the inertia of the rear-located. motor may tear it from its mountings and. drive it into the passenger compartment. These dangers were suggested by Moodie (5) and in the author's opinion are not as significant as suggested. n analysis of almost any accident will show that the victims suffered more injuries from their being thrown against the interior than from actual crashing of the car. The safety features of a streanlined rear-eíigined car do not seem to present a problem so serious that intelligent design will not satisfy all conditions. ECO OMY The study of the economy of streamlining presents many problems and. is the main intention o± this thesis. The procedure followed was to take available data as presented o by various authors and. attempt to verify that data by road tests made on various types of automobiles, and. finally, to illustrate the effect of proper design by means of a smoke tunnel. Section II contains a presentation of the experimental results as taken from the bibliography. Section III con- sists of experimental work done and. a discussion as to whether
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