Customer Handoff & Final Project Documentation
Table of Contents
Team Vision for Final Demo
- Finished design and assembly of Clutch Pedal unit
- Updated SolidWorks drawings and models for Clutch Pedal unit
- Completed simulations in SolidWorks for Clutch Pedal unit
- Finished design and assembly of Shifter unit
- Updated Creo drawings and models for Shifter
- Finished design and assembly of MonoBoard
- Updated schematics for MonoBoard
- Designed and 3D-printed housing unit for Display
- Positioned and tested limit switches
- Completed layout for wiring
- Troubleshot electrical systems
- Finished software applications for MonoBoard
- Finished software applications for Display
- Troubleshot software
- Conducted mechanical tests
- Conducted subsystem tests
- Completed Performance vs Requirements comparison
- Wrote Final Paper
- Designed Final Poster
- Created Final Presentation Video
- Updated BOM
- Updated Test Plans
- Updated Risk Assessment
- Updated Problem Tracking
- Ultrasonic sensor feasibility test
- Max foot force test
- Max push/pull force tests
- Dynamic driving force tests
- Test comparison of O-SHIFT to learning time in Manual
- Incorporation of SD card into MonoBoard
- Incorporation of sound or haptics into O-SHIFT
- Incorporation of lock-out plates into O-SHIFT
- Conducted O-SHIFT tests in 2010 Ford Fusion
- Created Assembly Instructions
- Created Operator Manual
- Created Service Manual
Test Results Summary
The O-SHIFT is still pending user testing. We are looking for some of the selected users to attempt to learn manual driving through the O-SHIFT and other users just to learn using a manual vehicle, and see if the two methods are comparable. Data collection is difficult due to the lack of SD card in the O-SHIFT system, but that does not eliminate means of collecting user data. A team member can sit in the passenger seat of the O-SHIFT and manually enter data into a computer while user testing either vehicle.
Risk and Problem Tracking
As the project has come to a termination, all risk managements values for likelihood and severity have been reduced to zero. All problems we were previously tracking have also been concluded.
Final Project Design
Final Clutch Subsystem Models/Drawings
The Clutch subsystem was redesigned to fit in the new location on the floor of the 2010 Ford Fusion. A Step Down Plate was added to align the rubber pedal pad of the unit with the brake pedal of the Fusion as closely as possible. While the alignment was not as exact as desired, user comfort was not considerably sacrificed.
The wooden block component was added to the side of the rotating upright arms of the clutch pedal unit. This wooden block would place the limit switch needed to read the half-way point of the clutch pedal in the proper position. This limit switch effectively bridged the gap between mechanical motion and electrical signal.
Final Clutch Subsystem Simulations
Preliminary analyses for stress, strain, and displacement were conducted in Solidworks for the Clutch Pedal Subsystem. However, due to the difficulty in running a simulation for the entire model, the loads applied needed to be scaled drastically down. This was largely a result of large displacements in the Solidworks simulation that confused the program and caused it to fail. However, by scaling the force, we were able to determine which component of the clutch pedal subsystem was most likely to fail. As seen, the Step Down Plate experienced the most stresses and strains. Following this conclusion, analyses for stress, strain, fatigue, and displacement were conducted for the individual Step Down Plate component. These simulations were run with much more accurate applied forces. The forces applied were validated through testing the O-SHIFT device with human foot force. Ultimately, the forces applied to the Step Down Plate did not cause it to fail, nor did it fatigue when run at 100,000 cycles.
Here is what the final clutch pedal mechanism, installed into the 2010 Ford Fusion, looks like:
Final Shifter Subsystem Models/Drawings
The shifter housing was created much to the same specifications as intended in the detailed design stage of MSD I. It featured wooden walls with an aluminum top plate. A leather finish was applied overtop the final design for aesthetic appeal (not seen in the models below). The lock-out plates from the original design were removed in the final prototype, as the return forces of the rubber bands exceeded the pulling force of the solenoids. The solenoids would need to be more powerful to overcome these return forces.
The shifter subsystem was wrapped in faux leather fabric, and a shifter boot was added, for a final product as seen below.
Final Display Subsystem Models/Drawings
The Display Case was modeled in SolidWorks and 3D-printed with the assistance of the RIT Construct. Originally, the front component of the Display Case was designed with attachment pegs and the rear component was designed with attachment holes. However, the layer-by-layer printing process caused the pegs and holes to have very rough, uneven edges. The variance in size of the peg and hole diameters added considerable friction and would not allow the attachment to mate as intended. So, in the final design of the Display Case, the attachment pegs were discarded and tape was used to adhere the front and back components together. Other pegs on the rear component of the Display Case were still printed to help mount any boards if necessary.
Here is what the display case looks like:
Final MonoBoard Schematics
Final Software Applications
Final Project Documents
Final Bill of Materials
Performance vs Requirements
Recommendations for future work
- Our Team believes the haptic feel one experiences, from the lurch in the car to the vibrations and changes in force at the pedal, are an important experience in driving standard. Future teams should look at ways to implement haptics into the O-SHIFT device.
- Our Team also believes the sound of the engine at high RPMs is a great indicator for drivers to know when to shift intuitively. Our team recommends the implementation of a simulated engine to assist in the timing of shifts.
- Due to assembly difficulties, the SD card that was initially implemented into the MonoBoard design was removed from the O-SHIFT requirements. Future design teams should aim to implement the SD card into the board design so that users may log and access their performance data more easily.
- An unforeseen problem affected the design and alignment of the clutch pedal with the 2010 Ford Fusion's brake pedal. It is deemed highly important to user comfort that the clutch pedal starting height aligns with the brake pedal starting height. Future design teams should look to mitigate this.
- The return force for the lock-out plates in the Shifter Housing unit was weaker than our design team anticipated. This is due to the limitation on the maximum spring force that we could use. A stronger return spring could not be implemented because the solenoid needed to move the lock-out plates could only provide so much force. For this reason, the lock-out plates were dropped from the final design altogether. It is recommended that future designs of the Shifter Housing unit use stronger solenoids and stronger return springs so that the lock-out plates may be implemented into the design.
- In testing the foot force on the clutch pedal, a force sensor that could read up to 500lb was chosen. This was primarily to combat the idea that the maximum foot force a human could apply exceeded 200lb/foot, as was tested at the RIT Weidman Fitness Center. As the force sensor was required to read the larger force values, it became less accurate in reading the lower force values. It is recommended that future teams look into force sensors that are more accurate between the 20-40lb range, which seems to be the more typical foot force applied during driving applications.
- Our team was unable to devise a means to measuring the height and engagement of the gas pedal. One theorized solution would involve the feasibility of an ultrasonic sensor in determining the gas (and potentially the clutch) pedal position. Future teams should analyze the potential applications of ultrasonic sensor usage.
- For the clutch pedal unit, there is only one limit switch that measures the position of the clutch pedal. Future design teams might look to consider the addition of a second limit switch that can read when the clutch pedal is depressed all the way to the floor as well.
- A design challenge our team extends to future teams is the potential for the Clutch Pedal unit to replicate multiple clutch pedal forces. This would allow users to learn to drive with multiple clutch pedal sensitivities.
- Another design challenge for future teams is the ability to install the O-SHIFT system into multiple vehicles rather than just the 2010 Ford Fusion.
The O-SHIFT device meets most of the customer requirements and corresponding engineering requirements. The design fits in the 2010 Ford Fusion, adheres to safety standards and regulations, and does not affect the integrity of the automatic practice vehicle. It provides a means for users to learn the motions of driving a manual vehicle without the risk of damaging the vehicle’s clutch system. It achieves all of this for a price cheaper than racing simulators, though not as low as originally desired.
In preliminary test operations, the clutch subsystem pedal returns to its starting position somewhat slower than a real manual vehicle’s. This is due to the return speed of the pneumatic piston and actually might benefit users by teaching them to let up on the clutch pedal more slowly. User performance tests will validate or refute this claim.
The O-SHIFT device is still pending user testing. These tests will determine if the O-SHIFT is a viable means to learning to drive a standard transmission vehicle. To complete this process, participants who do not have manual driving experience will use the O-SHIFT for a period of time and their performance will be evaluated against other drivers who will only learn using a manual practice vehicle.