Andrew Ajirogi Ben Aldern John Odlum Johnny Changcourses.me.berkeley.edu/ME102B/Past_Proj/f11/7 Paddle...Formula SAE is an international competition organized by the Society of Automotive

Andrew Ajirogi

Ben Aldern

John Odlum

Johnny Chang

Table of Contents Introduction .................................................................................................................................................. 3

Members ................................................................................................................................................... 3

Formula SAE (FSAE) ................................................................................................................................... 3

Background ............................................................................................................................................... 4

Project Design ............................................................................................................................................... 5

Materials ................................................................................................................................................... 5

Flexure Design, actuator lever and mount ............................................................................................... 5

Actuator lever and mount ......................................................................................................................... 7

Electrical .................................................................................................................................................... 8

Testing ........................................................................................................................................................... 9

Results ....................................................................................................................................................... 9

Introduction

Members Andrew Ajirogi

is a senior

mechanical

engineer. As

the FSAE

technical

director, he is

knowledgeable

of all the

systems in the

car and system integration.

Ben Aldern is a

senior mechanical

engineer. He is the

FSAE team

principal and

electrical lead.

John Odlum is a

senior mechanical

engineer. He is now

an unofficial member

of FSAE with his

design of the mount

and clamp for the

actuator.

Johnny Chang is a

senior mechanical

engineer and FSAE

chassis and

composites lead.

Formula SAE (FSAE) Formula SAE is an international competition organized by the Society of Automotive Engineers where

college students design, manufacture and test a formula style car. The car built by UC Berkeley’s

Formula SAE uses a 2001-2003 Suzuki GSX-R600 engine that has a sequential gearbox. The gears can

only shift in a sequential order (up or down without passing through neutral.) Shifts are actuated by the

rotation of a lever at the gearbox.

Figure 1: Red arrow (push) is a downshift. The blue arrow indicated a pull, up shift. The gearbox is different for first gear where the driver will have will downshift (push) to get to first gear and from first gear only pull half to return to neutral

Background The old shifting system on the car was actuated by a lever mounted to the left of the driver. See Figure

1. This lever was attached to a push-pull cable which ran the length of the car to the transmission. When

a shift was needed, the driver would remove his or her left hand from the wheel, grab the lever, and

push or pull it. Pushing caused an extension of the cable at the shifting spline, causing a downshift.

Pulling retracted the cable, making the car up shift. The system was fully mechanical, but required the

driver’s left hand to be off the wheel.

This was problematic in a few specific ways. The time taken between when the shift was needed to

when it was actuated was somewhat slow due to the driver’s need to move his or her hand. The lever

also proved to be difficult to actuate at certain critical times. On a Formula SAE competition course with

many turns, frequent shifting is required to maximize performance. If a shift was needed during a turn

the driver would have to make the turn with one hand on the steering wheel or simply wait until out of

the turn and lose time while the engine was in a bad RPM range. As well, toward the end of a race the

driver’s arms would be tired from steering, causing increased difficulty in actuating the shift and longer

delays between when the shift was needed and when it was actuated. Both situations would lead to a

decrease in overall performance.

The goal of this project was to install a paddle shifting system to address these issues and eliminate the

detriment of the push-pull system to overall performance in a race. With paddle shifting, the driver

would be able to actuate a shift without removing his or her hand from the wheel, increasing control at

every point in the race. As well, the amount of force required by the driver to actuate the shift is

minimized to reduce the strain of a race. This would ideally lead to faster shift times, a decrease in

weight, and reduction in part numbers by removing the long cable. The system is designed with

increased performance, lighter weight, and simplicity as the driving parameters. When finalized, it

would allow the driver to actuate a shift almost instantaneously without losing any control of the car.

Project Design The new system is designed with the above considerations in mind. Behind the steering wheel, paddles

attached to steel flexures were installed within the reach of the driver’s fingertips. On each side of the

flexure, a momentary rocker-type switch was installed such that when the flexure was pressed towards

the wheel by the driver, the switch would be activated. The flexures acted as a restoring force, returning

to the original position after the driver deformed them to actuate the shift. Once the switch is activated,

it sends a signal to the vehicle’s engine control unit (ECU). The ECU then determines which type of shift

was called for based on which switch was activated. The ECU then sends current through a relay to an

electric solenoid that actuates the shift. The current creates a magnetic field within the solenoid, causing

the metal arm in the center to extend (downshift) or retract (up shift) depending on the direction of the

current. See Figure 2.

(a) (b) (c)

Figure 2: (a) Solidworks CAD of the actuator in the extended position (downshift) (b) In the neutral position (wait for signal) (c) is the retracted position (upshift)

Materials -FlatShifter electric solenoid

-Steel flexures

-MoTeC M400 engine control unit (ECU)

-Steel actuator mount

-Aluminum actuator clamp

-Electrical relays and wiring

-Aluminum shifter spline

Flexure Design Design Specifications:

- The movement of the lever on the switch dictates how much the flexure must distort in order to

achieve a successful shift. This was measured to be approximately 3mm at the point of contact of the

switch lever.

- For driver comfort the amount of reaction force from pressing the lever should not exceed 3

pounds.

- The flexure must also be robust, due to the cyclical loads that are imposed on it. Therefore the

stress in the flexure must not exceed the endurance limit stress of 4130 normalized steel (at 870

degrees Celsius)

The mesh for the stress region was set to fine (triangles of length 0.158 inches). The mesh size was

determined through inspection of mesh sensitivity, or the amount the stress in a region changes due to

mesh size with the same force and constraints. The mesh sensitivity converged at the element size

previously mentioned. See Figure 3

Figure 3: A finer mesh is seen by the smaller triangles on the left.

There is a stress concentration at the corner after the switch mount; this is assumed to be non

representative due to the sharp edge in the CAD. The manufactured part has a fillet and mitigates this

stress riser. The rest of the stress plot shows stress 50ksi and below, which is right around the

endurance limit for 4130 steel. See Figure 4.

Figure 4: The arrow shows where the stress concentration in the flexures

Figure 5: Deflection in the region near the switch lever is transitioning from green to yellow (indicted by red arrow) which is the 2.9-3mm region, meeting the design specification.

A two pound force is applied at the back face of the flexure where the paddle will be bonded. The front

face of the flexure is fixed to simulate a bolted connection to the rear face of the steering wheel. The

front of the flexure is fixed as an approximation to the bolted connection between the steering wheel

and the flexure. This approximation is valid because the clamping force from the bolts connecting the

steering wheel to the flexure is much larger than the force applied to the flexure. See Figure 5.

Actuator lever and mount Before choosing an actuator we assessed the requirements of the transmission. To engage the next gear

the selector shaft needs to be rotated approximately 15 degrees for up shifts and downshifts and

requires a minimum of 78 lb-inches to move through this motion. This torque was measured with a

strain gauge attached to the cockpit lever of the old push-pull system. All of the force that went into the

lever was applied through this strain gauge and with precise measurements of the levers involved we

were able to calculate the torque at the selector shaft.

With this knowledge we set out to choose an actuator and assessed pneumatic, hydraulic, electric gear,

and electric solenoid systems. We chose the electric solenoid system because of the low parts count,

simplicity, availability, and cost.

Electric solenoids produce much of their force at the end of the stroke and thus it’s necessary to use the

entire stroke. The lever at the selector shaft with the old system was 1.25” long and, with a rotation of

15 degrees, far too short for the electric actuator with a stroke of 1”. We made a new 4” lever and

packaged were careful to package it in a way that would not interfere with any existing parts.

Electrical The electrical system utilized the Motec M400 that the team already had. The solenoid was purchased

separately from a company who makes a similar product for disabled motorcyclists. The circuit was

relatively simple and easy to integrate into the system. Figure 6 shows how a upshift is completed.

Figure 6: The wiring diagram shows how a driver gets an upshift. Pulling the upshift paddle sends a signal to the ECU and the ECU sends a signal to a relay that powers the actuator.

Testing In order to prove the new system, we ran the car with data acquisition with several relevant sensors

including gear position, switch input status, output status, and engine RPM. These datasets allowed us

to tune the system parameters to achieve the fastest and most reliable shift times.

Figure 7: This picture shows a snapshot of the paddle shifter system working. For videos, please visit

http://www.youtube.com/user/calfsae

Results Below are two graphs showing data gathered while running with the old push-pull lever and with the

new paddle shifters. The shift shown from the old system was executed in 204 milliseconds and the

paddle shifters executed the shift in 170 milliseconds, 16.5% faster. More importantly, the driver was

able to keep his hands on the steering wheel during both up- and downshifts, allowing him to maintain

better control of the car.

Figure 8: Push-pull system downshift in 204 milliseconds

Figure 9: Paddle shifter system downshift in 170 milliseconds

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ZONE

Paddle Shifter Assembly

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11/25/2011

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ATA

ATA11/25/2011

REV. DESCRIPTION DATE APPROVED

AA INITIAL RELEASE

ITEM NO.

PART NUMBER DESCRIPTION QTY.

1 paddle-flexturePADDLE-FLEXTURE-SWITCH

ASSEM1

2 QuickRelease_v01_TT QUICK RELEASE 1

3 Racetech240mmWheel_v02_TT

RACETECH STEERING WHEEL

1

4 Racetech Quick Release Spline

QUICK RELESE SPLINE 1

5 2012-DR-03-000FRONT CLUTCH MOUNT

ASSEM1

6 27 AN3 BOLT 1

7 2012-DR-04-000 CLUTCH LEVER ASSY 1

8 AN3_Nut AN3 NUT 7

9 number10_bolt #10 SHCS 0.75" 6

DETAIL A SCALE 1 : 1

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3 X3 X

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1

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A

SolidWorks Student License Academic Use Only

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APPROVEDDATEDESCRIPTIONREV.

ITEM NO. PART NUMBER DESCRIPTION QTY.1 flexure FLEXTURES 12 number2_bolt 2-56x0.75" bolt 43 paddles Paddles 2

4 Switch SS-5GL13T Limit Switch P/N: SS-5GL13T 25 90545A003 2-56 Hex Nut 4

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BOND PADDLESWITH HYSOL 9309 (X2)


flexure

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FLEXTURES

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ZONE REV. DESCRIPTION DATE APPROVED

AA INITIAL RELEASE 11/21/2011 ATANOTES:

WATERJET PART, .030" sheet1.DEBUR ALL EDGES2.DRILL OUT HOLES (IF NECESSARY)3.ALL DIMENSIONS ARE SYMMETRICAL TO THE LEFT4.SIDE OF PART

UP 89° R 0.070

DOWN 89° R 0.070

UP 90° R 0.070

UP 89° R 0.070

UP 90° R 0.070

DOWN 89° R 0.070

UP 90° R 0.070

UP 90° R 0.070

1.208

8.149

0.089

0.257

1.973

0.342

3X

0.067

4X

1.986


2.4

Aluminum

JLC

11/27/2011

11/27/2011JLC

NOTES:

1. AND BELT SAND TO SIZE)

JLC

DEBUR ALL EDGES

WATERJET PART (CAN BE CUT

2.

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AA INITIAL RELEASE 11/27/11 JLC

NAME DATE

CHK

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6061-T6 (SS)MATERIAL:

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2x R1.0

2x R0.3


1.500

REVISIONS

ATA

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AA INITIAL RELEASE 11/21/2011

CLUTCH ASSEMBLY

ITEM NO.


1 2012-DR-03-001 CLUTCH MOUNT CYLINDER 1

2 2012-DR-03-002FRONT CLUTCH MOUNT,

STEERING SIDE1

3 2012-DR-03-004 CLUTCH PIVOT 1

42012-DR-03-003_paddleshift

FRONT CLUTCH MOUNT 1

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2012-DR-03-003_paddleshift


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DRAW

AA+

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0.250

0.500

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0.188 TH

RU

0.250

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DRILL ONE HOLE AND FLIP PART TO DRILL1.THE OTHER HOLE, DO NOT DRILL IN ONE SETUPWATERJET PART2.DEBUR ALL EDGES3.

11/21/2011

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2.6

INITIAL RELEASE ATA

11/25/2011

11/25/2011ATA

ATA

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AA

ATA

11/25/2011

REVISIONS


ITEM NO. PART NUMBER DESCRIPTION QTY.

1 2012-DR-04-001 SHIFT LEVER 1

2 2012-DR-04-002 CLUTCH LEVER CABLE RESTRAINT 1

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PROFILE IS CNC BENT1.TOTAL UNBENT LENGTH : 14.85"2.HOLES ARE DRILLED OUT AFTER

ATA

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CHKSS - 304

SHIFT LEVER

A

3D

2D

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A

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2.0

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0.190 THRU

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0.018

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TOP AND BOTTOM SLOTS ARE FOR1.

ATA

NOTES:

MATING TO DR-04-001 FOR WELDING

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0.250 THRU

2.0

2X 0.375


BOM TableITEM NO.


1 2012-EN-01-ENGINE-MOCKUP Engine 1

2 mounting piece Clamp to engine mount 1

3 mounting bracket swivel side Actuator clamp part 1 1

4 mounting bracket Actuator clamp part 2 1

5 7806K62 Thrust bearing 2

6 2012-DR-05-008 Rod end 1

7 kliktronic body Actuator 1

8 new spline Spline lever 1

9 90576A115 M6x1 nut 1

10 97135A215 1/4-28 nut 1

11 92235A242 M6x1 bolt 2

12 91290A264 M5x1 bolt 2

13 .25-28x1.5 for clamp 1

14 10-32x1.5 for clamp 2

BA

BA

11/27/2011JLC

12

1

11

8

6

9

11/27/2011

7

1052

3

13

142

11/27/2011

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TEAM CAL SIMRACEWAY

rear drawing

Mount mechanism

SHEET 1 OF 2SCALE DRAWINGSCALE: 1:1

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2D

MATERIAL:

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0.005"


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A-02 SolidWorks Student License Academic Use Only

JLC

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BA

11/27/2011

BA

11/27/2011

Mount mechanism (fully assembled)

D

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0.005" 2D

3D

rear drawing

2012 Full Car Model

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NAMETOLERANCES:ANGULAR: 2DEG ONE PLACE DECIMAL 0.030"TWO PLACE DECIMAL 0.01"THREE PLACE DECIMAL

DRAW

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RIght View


Mount Clamp

11/27/2011

Aluminum

Machine Center and through holes before cutting

11/27/2011JEO

NOTES:

in two

JEO

11/27/2011

REVISIONSZONE REV. DESCRIPTION DATE APPROVED


ATA

0.5

00

NSF 10/32 Screw TappedNSF 10/32 Screw Clearance

3.246

2.7

69

0.381

1.969

46°

1.383

0.4

31

0.600

0.25

0

0.37

5

1.863

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mount clamp


PART NUMBER

ASIZE

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1.

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11/27/2011BA

Mounting Weld Locations

Steel

Jig in car to fit

Notes:



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tubemount


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68°

0.999

2.1

93


ATA

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Mounting Tubes

11/22/2011BA



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TRUE 0.402

3.250

0.500


0.150

2.4

37



ATAJEO

NOTES:

Waterjet Profile1.Drill Hole2.Debur Edges3.

11/22/2011

Steel

Mountig Piece

11/27/2011

11/27/2011BA REV

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mounting piece


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2.052

2.1

29


0.113

0.275

0.750

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ATA

NOTES:

1. DEBUR ALL EDGES AFTER MACHINING

REVISIONS



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JLC

11/27/11

DATE

REVISIONS

ZONE REV. DESCRIPTION

spline lever

APPROVED

AA INITIAL RELEASE 11/28/11

ITEM NO. PART NUMBER DESCRIPTION QTY.1 2012-DR-06-001 Purchased Part 12 new spline 1

CHK SHEET 1 OF 1

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NAME

D


2D0.005"


DRAW

AA+

Make lever arm and spline parallel

0.350

1 2

3.33


0.236

3.3

34

1.257 0.200

3.7

13

REV

TEAM CAL SIMRACEWAY


new spline


PART NUMBER

ASIZE

TITLE:

12345678

8 7 6 5 4 3 2 1

C

B

A

B

C

DD

ANAME DATE

CHK


2DMATERIAL:

3D

0.005"


DRAW

AA+JEO 11/27/2011

11/27/2011ATA

New Spline Arm

drill hole1.

NOTES:

Waterjet profile2.

11/27/2011JEO



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