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An Active Camber Concept for Extreme Maneuverability: Mechatronic Suspension Design, Tire Modeling, and Prototype Development

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An Active Camber Concept for Extreme Maneuverability: Mechatronic Suspension Design, Tire Modeling, and Prototype Development AN ACTIVE CAMBER CONCEPT FOR EXTREME MANEUVERABILITY: MECHATRONIC SUSPENSION DESIGN, TIRE MODELING, AND PROTOTYPE DEVELOPMENT a dissertation submitted to the department of mechanical engineering and the committee on graduate studies of stanford university in partial fulfillment of the requirements for the degree of doctor of philosophy Shad M. Laws March 2010 © 2010 by Shad Mitchell Laws. All Rights Reserved. Re-distributed by Stanford University under license with the author. This work is licensed under a Creative Commons Attribution- Noncommercial 3.0 United States License. http://creativecommons.org/licenses/by-nc/3.0/us/ This dissertation is online at: http://purl.stanford.edu/hg888rd4402 Includes supplemental files: 1. (Suspension_Design_Software.zip) 2. (Prototype_Suspension_Movie.mov) ii I certify that I have read this dissertation and that, in my opinion, it is fully adequate in scope and quality as a dissertation for the degree of Doctor of Philosophy. I certify that I have read this dissertation and that, in my opinion, it is fully adequate in scope and quality as a dissertation for the degree of Doctor of Philosophy. I certify that I have read this dissertation and that, in my opinion, it is fully adequate in scope and quality as a dissertation for the degree of Doctor of Philosophy. Approved for the University Committee on Graduate Studies. iii Dedicated to the gearheads of the world: let it be known that you, too, can turn your automotive hobby into a legitimate academic pursuit. iv Abstract Since the beginning of the automobile, engineers have worked continuously to increase its maneuverability. As maneuverable as today's cars have become, they have yet to reach their full potential. The goal of the active camber concept is to take the next step: to generate a vehicle with extreme maneuverability. The maneuverability of an automobile is limited by tire forces. While tire/road friction does limit the maximum tire forces possible, a significant portion of this friction is not utilized when tires are actuated using steer. However, with camber it is possible to generate up to 30% more lateral tire force. Therefore, active control of camber, in coordination with active steer and suspension, is used to maximize lateral force capability. The result is a more maneuverable vehicle with increased turning capacity. The contributions of this dissertation follow two main threads. The first is active camber tires. Passenger car tires are not well-suited for use at high camber angles, and motorcycle tires do not exhibit large gains in peak lateral force by using camber as opposed to steer. To exploit fully the benefits of cambering, the active camber concept requires new, specialized tires. To accomplish this, a new, 2D variant of a brush tire model is developed that considers the force distribution in the contact patch in both lateral and longitudinal directions. This gives a more complete picture of how camber forces are generated than existing models, which typically ignore the lateral distribution. Similar to other brush models, this requires a model of the vertical force distribution in the contact patch. Several contact patches are measured and characterized using a new, semi-empirical contact patch model. The resulting 2D brush tire model is used to characterize existing motorcycle tires and to predict what v design parameters need to be altered to generate a tire that does exploit fully the benefits of cambering. The second thread of this dissertation is active camber suspension systems. Of course, a conventional suspension system will not suffice for the active camber concept: a simple mechanism connected to a steering wheel will not be sufficient to coordinate the steer and camber angles of all four wheels to maximize lateral force. A specialized, mechatronic suspension system is required that provides full control over the tire to maximize maneuverability. However, the design criteria presented by existing suspension design literature do not address active camber. Therefore, this dissertation articulates a clear set of design principles rooted in the design of mechatronic systems and applied to a kinematic model of the suspension system. By using the forward kinematics, inverse kinematics, and Jacobians of the model, the design principles are mapped into design criteria. By applying this process to conventional suspension systems, design criteria are developed that are similar to existing suspension design literature. By applying this process to a suspension system with active camber, active steer, and active vertical suspension, design criteria for the active camber concept are developed. These are then used to guide the design and construction of a prototype suspension system. The prototype suspension system is attached to rollers on a chassis dynamometer, providing an experimental rolling road for testing. This is used to measure the per- formance of three different motorcycle tires. Not only does this data serve to validate the new tire model, but it also serves to demonstrate the capability of the suspen- sion system as a research testbed. This can be used to further the development of an active camber concept, providing vehicles with more lateral force capability than anything else on the road. The result: a vehicle with extreme maneuverability. vi Acknowledgments While I am listed as the sole author of this dissertation, it would be somewhere between a gross exaggeration and an outright lie to say I did it alone. There were many challenges along the way, and it was thanks to my wonderful circle of friends, family, and colleagues that I was able to complete each of them. I owe a great deal of thanks to a great number of people. One such challenge was the fabrication of the active camber prototype, which is central to the results of my thesis. To realize my design, I was lucky enough to enlist the help of many great fabricators, including Eric Gauthier of Suspension Performance in Palo Alto, Chris Wakim of Race Concepts in Simi Valley, and John Buddenbaum of Buddenbaum Fabrication in San Carlos. I was also lucky enough to have the help of several people at Stanford, including Preston Clover, Peter Kardassakis, Alex Kwan, Jackie Liao, Hyungchai Park, and Scott Sutton. Thanks to all of you for helping make what is certainly one of the world's most sophisticated and wild suspension systems! My Ph.D. had an additional big fabrication challenge: P1, our beloved, all-electric, by-wire vehicle testbed. While it makes no appearance in this dissertation outside of Figure 1.1, this project dominated the first half of my Ph.D. and provided me with invaluable experiences that, among other things, helped influence and shape the active camber concept. This experience would not have been possible without the support of both my lab, the Dynamic Design Lab (DDL), and the Product Realization Lab (PRL). Specifically, I'd like to thank Dave Baggeroer, Craig Beal, Carrie Bobier, Will Crump, Quin Garcia, Scott Kohn, Craig Milroy, Allegra Shum, Jon Thomas, and Paul Yih for their help with P1. I'd especially like to thank Chris Gadda, who along with myself was the Ph.D. student chiefly responsible for its construction. Together, vii we all made what is one of our fields’ most prolific experimental testbeds - thank you so much! I had significant help behind the scenes of these projects as well. When I encoun- tered (or created) administrative hurdles, it was Denise Curti and Jennifer Rahn who helped me out - thank you so much. Additionally, I'd like to thank Janet Beegle, and L. S. \Skip" Fletcher, T. J. Forsyth, and Stephen Patterson at NASA Moffett Field for making it possible to use their airfield as our proving grounds. Also, I'd like to give a sincere thinks to Nissan Motor Corporation for being an amazing sponsor and supporter of both of my Ph.D. projects. Specifically, I'd like to thank Toshimi Abo and Kazutaka Adachi for their support of the P1 project and Yoshitaka Deguchi and Shinichiroh Joe for their support of the active camber project. It has been my pleasure to work with you over the past several years, and I can only hope that my input to your work has been as valuable as your input to mine. I also owe a big thanks to my lab group, Dynamic Design Lab. In addition to lab members mentioned above, I'd also like to thank Hong Bae, Holly Butterfield, Sam Chang, Rami Hindiyeh, David Hoffert, Adam Jungkunz, Krisada \Mick" Kritayaki- rana, Hsein-Hsin Liao, Nikhil Ravi, Matt Roelle, Jihan Ryu, Matt Schwall, Greg Shaver, Josh Switkes, and Kirstin Talvala for helping make DDL one of the best labs around. To me, the single moment that best epitomizes how I feel about this group is seen in Figure1: on the Monterey Coast where we ran the IFAC Symposium on Advances in Automotive Control, cheering to its great success. Because of neverend- ing helping hands, entertaining lab banter, unforgettable conference trips, excellent peer critiques, and innumerable sake bombs, I feel quite fortunate to be a part of this great team - thanks so much! Beyond my own lab, there are many others in academia I'd like to thank. Thanks to Paul Mitiguy for his help with AutoLev and kinematic modeling, to Eugene Mizu- sawa for giving me the chance to teach a team of high schoolers how to CAD and build an electric hot rod, to Sven Beiker and Markus Maurer for their helping con- vince me that I really should simply accept that cars will be my future career, and to Mike van der Loos and Judy Illes for their friendship, support, and requirement that every visit with them elicits vehicle dynamics experiences (a.k.a. fun, windy roads). viii Figure 1: The Dynamic Design Lab, celebrating the success of their AAC conference on August 21, 2007 A special thanks goes to my reading and defense committees, too.
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