Vehicle with dynamically adjustable engine mount

Abstract

Vehicle (10), comprising: a chassis (12); a drive train (14) supported by the chassis (12), wherein the drive train (14) includes a drive motor (18) and a transmission (24) which is mechanically connected to the drive motor (18); at least one dynamically adjustable motor mount (40, 42) connecting the drive train (14) to the chassis (12), wherein the at least one dynamically adjustable motor mount (40, 42) includes a selectively adjustable parameter; one or more sensors (54, 55, 61) assigned to the vehicle (10), wherein the one or more sensors (54, 55, 61) are operable to detect one or more vehicle parameters; and a control system (64) that is functionally connected to the at least one dynamically adjustable motor mount (40, 42) and the one or more sensors (54, 55, 61), wherein the control system (64) is functional to change the selectively adjustable parameter of the at least one dynamically adjustable motor mount (40, 42) in order to isolate the chassis (12) from lateral vibrations of the powertrain (14) depending on the one or more vehicle parameters; characterized by the fact that the drive train (14) is a transversely mounted drive train (14) with front-wheel drive, wherein the at least one dynamically adjustable motor mount (40, 42) includes a first dynamically adjustable motor mount (40) that functionally connects the drive motor (18) and the chassis (12), and a second dynamically adjustable motor mount (42) that functionally connects the transmission (24) and the chassis (12); wherein the at least one dynamically adjustable motor mount (40, 42) includes a standard tuning characteristic, wherein the control system (64) is operable to return to the standard tuning characteristic when a predetermined vehicle speed threshold is exceeded.

Description

INTRODUCTION

[0001] Exemplary embodiments relate to the technology of motor vehicles and, more precisely, to dynamically adjustable engine mounts for a motor vehicle. In particular, the invention relates to a vehicle according to the preamble of claim 1, as is essentially known from DE 10 2006 014 992 A1.

[0002] Furthermore, reference should be made here to EP 1 258 650 A2, from which a hydraulically controllable bearing element is shown.

[0003] Many vehicles feature a transversely mounted engine with front-wheel drive (TFWD). Providing a small car with front-wheel drive often necessitates a transversely mounted engine geometry to meet vehicle packaging requirements. TFWD systems frequently incorporate component geometries that can lead to undesirable driving phenomena. For example, TFWD vehicles may experience shuddering when accelerating from a standstill. Vehicle vibrations may also occur during low-speed driving and in other driving situations. Higher half-angles, typically found in TFWD vehicles, often result in noticeable vibrations when accelerating to a certain speed. The presence of vibrations may be perceived negatively by some consumers, potentially leading to increased warranty claims and vehicle returns.

[0004] Accordingly, the invention is based on the objective of providing a system that can mitigate the occurrence of transverse vibrations, particularly during start-up, in order to improve consumer perception and increase customer satisfaction. SUMMARY

[0005] This problem is solved with a vehicle having the features of claim 1.

[0006] In addition to or as an alternative to one or more of the features described above or below, further embodiments could be provided, wherein the selectively adjustable parameter includes at least one stiffness parameter and one damping parameter.

[0007] In addition to one or more of the features described above or below, or alternatively, further embodiments could be provided in which one or more of the vehicle parameters include a change in speed and a pedal position.

[0008] In addition to or alternatively to one or more of the features described above or below, further embodiments could be provided, wherein one or more of the vehicle parameters include a vehicle speed range.

[0009] In addition to or as an alternative to one or more of the features described above or below, further embodiments could be provided, wherein the speed range of the vehicle is between about 1 MPH (1.6 km / h) and about 30 MPH (48.3 km / h).

[0010] In addition to or as an alternative to one or more of the features described above or below, further embodiments could be provided, wherein the speed range of the vehicle is between approximately 5 MPH (8.0 km / h) and approximately 25 MPH (40.2 km / h).

[0011] In addition to one or more of the features described above or below, or alternatively, further embodiments could be provided in which the at least one dynamically adjustable motor mount limits the transmission of the drive train to the chassis.

[0012] In addition to or as an alternative to one or more of the features described above or below, further embodiments could be provided, wherein at least one dynamically adjustable motor bearing controls vibrations below 20 Hz.

[0013] According to another aspect, a method for isolating a powertrain from a vehicle chassis includes capturing a vehicle parameter, setting a selectively adjustable parameter of at least one dynamically adjustable engine mount that functionally connects a powertrain component to the chassis based on the parameter, and limiting the transmission of lateral vibrations from the powertrain to the chassis by means of the at least one dynamically adjustable engine mount.

[0014] In addition to one or more of the features described above or below, or alternatively, further embodiments could be provided, wherein the detection of the parameter includes the detection of a vehicle speed.

[0015] In addition to or as an alternative to one or more of the features described above or below, further embodiments could be provided, wherein the setting of the selectively adjustable parameter based on the parameter includes setting the selectively adjustable parameter when the vehicle speed is between about 1 MPH (1.6 km / h) and about 30 MPH (48.3 km / h).

[0016] In addition to or as an alternative to one or more of the features described above or below, further embodiments could be provided, wherein the setting of the selectively adjustable parameter based on the parameter includes setting the selectively adjustable parameter when the vehicle speed is between approximately 5 MPH (8.0 km / h) and approximately 25 MPH (40.2 km / h).

[0017] In addition to one or more of the features described above or below, or alternatively, further embodiments could be provided, wherein the setting of the selectively adjustable parameter includes the selective setting of at least one stiffness parameter and one damping parameter of the at least one dynamically adjustable motor mount.

[0018] In addition to one or more of the features described above or below, or alternatively, further embodiments could be provided which include the detection of a trigger condition and the resetting of the at least one dynamically adjustable motor mount to a standard tuning characteristic of the at least one dynamically adjustable motor mount after the detection of the trigger condition.

[0019] In addition to one or more of the features described above or below, or alternatively, further embodiments could be provided, wherein the detection of the triggering condition includes the detection of a vehicle speed exceeding a predetermined speed threshold.

[0020] In addition to or as an alternative to one or more of the features described above or below, further embodiments could be provided, wherein limiting the transmission of lateral vibration of the drive train to the chassis of the vehicle includes controlling vibrations below 20 Hz.

[0021] The aforementioned properties and advantages, as well as other properties and functions of the exemplary embodiments, will become readily apparent from the following detailed description in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Other features, advantages and details appear, only by way of example, in the following detailed description of the exemplary embodiments and the detailed description which refers to the following drawings: Fig. Figure 1 is a schematic representation of a vehicle with a dynamically adjustable engine mount according to an exemplary embodiment; and Fig. Figure 2 is a flowchart illustrating a method for isolating a powertrain from a chassis with a dynamically adjustable engine mount according to one aspect of an exemplary embodiment. DETAILED DESCRIPTION

[0023] The following description is merely exemplary and is not intended to limit the present disclosure in its applications or uses. It should be noted that in all drawings, the same reference numerals refer to the same or corresponding parts and features. As used herein, the term "module" or "unit" refers to an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), an electronic circuit, an electronic computer processor (shared or dedicated or grouped), and a memory executing one or more software or firmware programs, a hardware microcontroller, a combinational logic circuit, and / or other suitable components providing the described functionality.When implemented in software, a module in memory can be designed as a non-volatile, computer-readable storage medium that can be read by a processing circuit and stores instructions that are executed by the processing circuit to carry out a procedure.

[0024] According to an exemplary embodiment, a vehicle is generally equipped with 10 in Fig. Figure 1 shows the vehicle 10, which includes a chassis 12 (not shown) that supports a body and a powertrain 14. The powertrain 14 includes a drive motor 18, which can take the form of an internal combustion engine 20, and a transmission 24. It is understood that the drive motor 18 can take a variety of forms, including hybrid engines, electric motors, and the like. In the exemplary embodiment shown, the powertrain 14 is configured as a transversely mounted, front-wheel drive (TFWD) powertrain 28.

[0025] According to the aspect of an exemplary embodiment, the drive train 14 is connected to the chassis 12 via several dynamically adjustable motor mounts. For example, a first dynamically adjustable motor mount 40 mechanically connects the transmission 24 and the chassis 12, while a second dynamically adjustable motor mount 42 mechanically connects the drive motor 18 and the chassis 12. Each dynamically adjustable motor mount 40, 42 incorporates one or more selectively adjustable parameters. For example, the first dynamically adjustable motor mount 40 may include an adjustable damper 46 for changing a damping parameter and an adjustable stiffener 48 for setting a stiffness parameter. Other mechanisms for controlling damping and stiffness may include active shock absorbers, hydraulic chains, and / or valve brakes.Naturally, the second dynamically adjustable motor mount 42 can have a similar structure.

[0026] According to one aspect of an exemplary embodiment, the vehicle 10 includes a first wheel sensor 54 and a second wheel sensor 55. The first wheel sensor 54 is associated with a first wheel 56, and the second wheel sensor 55 is associated with a second wheel 57. The first and second wheels 56 and 57 are functionally connected to the transmission 24 via the corresponding first and second shafts 58 and 59. The first and second wheel sensors 54 and 55 can detect the rotational speed (RPM) of the corresponding first and second wheels 56 and 57. The first and second wheel sensors 54 and 55 can also detect changes in the speed of the corresponding first and second wheels 56 and 57. The vehicle 10 may also include a pedal position sensor 60, which is functionally connected to an accelerator pedal 61. The pedal position sensor 60 can determine the degree of use of the accelerator pedal 61.The pedal position sensor 60 can also detect a change in the pedal position of the accelerator pedal 61.

[0027] According to another aspect of an exemplary embodiment, vehicle 10 includes a control system 64 that is functionally connected to the first and second dynamically adjustable engine mounts 40, 42, as well as the first and second wheel sensors 54, 55 and the pedal position sensor 60. According to an exemplary embodiment, the control system 64 selectively adjusts one or more of the damping parameters and the stiffness parameters of the first and second dynamically adjustable engine mounts 40 and 42. More precisely, each dynamically adjustable engine mount 40, 42 includes a standard tuning characteristic that limits the transmission of vibrations and the like from the drivetrain 14 to the chassis 12 under normal driving and stationary conditions.The standard tuning characteristic can be selectively adjusted to further reduce the lateral force transmission from the drive train 14 to the chassis 12 under certain driving conditions, such as during acceleration. According to one aspect of an exemplary embodiment, the control system 64 controls the lateral force transmission between the drive train 14 and the chassis 12 below approximately 20 Hz via the first and second dynamically adjustable motor mounts 40 and 42.

[0028] With reference to Fig.Section 2 describes a method 90 for isolating the drive train 14 from the chassis 12 with dynamically adjustable engine mounts 40, 42. According to one aspect of an exemplary embodiment, the control system 64 determines whether an adaptation condition or criteria are present in block 94. For example, the control system 64 can determine whether the vehicle 10 has initiated a start-up process from a standstill or has accelerated from a slow speed. The term "start" refers to acceleration from a complete standstill, e.g., from a traffic light or from a low-speed state.

[0029] According to one aspect of an exemplary embodiment, the adaptation criteria can represent a speed range from approximately 1 MPH (1.6 km / h) to approximately 30 MPH (48.3 km / h). According to another aspect of an exemplary embodiment, the adaptation criteria can represent a speed range from approximately 5 MPH (8.0 km / h) to approximately 25 MPH (40.2 km / h). The control system 64 can receive feedback from one or more of the first and second wheel sensors 54 and 55 to verify whether the adaptation criteria are met.

[0030] According to another aspect of an exemplary embodiment, the adjustment criteria can additionally or alternatively be in the form of a pedal position. For example, a pedal position, as detected by the pedal position sensor 60, greater than approximately 5% and less than approximately 100%, can be used by the controller 64 as a determining factor for selectively adjusting one or more dynamically adjustable motor mounts 40, 42.

[0031] When the vehicle 10 is operated with a predetermined parameter, such as a predetermined speed, a predetermined change in speed, a predetermined accelerator pedal position, and / or a change in accelerator pedal speed 61 that meets the setting criteria, the control system 64 can activate the first and / or second dynamically adjustable engine mounts 40 and 42 to adjust one or more of the stiffness and damping parameters specified in block 96. The control system 64 selectively adjusts the first and / or second dynamically adjustable engine mounts 40 and 42 to limit the transmission of shocks or other forces that may be transmitted from the powertrain 14 to the chassis 12, for example, when a vehicle starts moving.According to one exemplary aspect, the control system 64 is used to limit the transmission of oscillating forces at frequencies below 20 Hz. The adjustment can continue until a trigger condition is met, e.g., when a predefined speed threshold is reached. For example, in block 98, the control system 64 determines whether the vehicle 10 has reached a speed that does not meet the adjustment criteria. If the adjustment criteria are not or are no longer met, the control system 64 terminates the adjustment of the first and / or second dynamically adjustable motor mounts 40 and 42 and reverts to the standard tuning characteristic specified in block 100. If the adjustment criteria in block 98 are met, the control system 64 adjusts one or more of the stiffness and damping parameters as specified in block 96.

[0032] It is important to understand that exemplary embodiments represent a system for limiting the transmission of lateral shocks and vibrations that can originate in a powertrain and be transferred to the vehicle's chassis. Lateral shocks and / or vibrations can be caused by the geometry of the powertrain. Excessive angles in the powertrain can lead to high axial forces in a dipping tripod joint, which in turn can cause lateral rigidity in the powertrain, resulting in vehicle vibrations at the customer's interfaces. These lateral shocks and / or vibrations can contribute to driver dissatisfaction and / or increased maintenance requirements. By reducing lateral shocks and / or vibrations, the exemplary embodiments increase overall customer satisfaction and improve the driving experience.

[0033] The terms "approximately" and "significant" are intended to encompass the degree of error associated with measuring the specified quantity, based on the equipment available at the time the application was filed. For example, "approximately" and "significant" may include a range of ± 8%, 5%, or 2% of a given value.

Claims

[1] Vehicle (10), comprising: a chassis (12); a drive train (14) supported by the chassis (12), wherein the drive train (14) includes a drive motor (18) and a transmission (24) which is mechanically connected to the drive motor (18); at least one dynamically adjustable motor mount (40, 42) connecting the drive train (14) to the chassis (12), wherein the at least one dynamically adjustable motor mount (40, 42) includes a selectively adjustable parameter; one or more sensors (54, 55, 61) assigned to the vehicle (10), wherein the one or more sensors (54, 55, 61) are operable to detect one or more vehicle parameters; and a control system (64) that is functionally connected to the at least one dynamically adjustable motor mount (40, 42) and the one or more sensors (54, 55, 61), wherein the control system (64) is functional to change the selectively adjustable parameter of the at least one dynamically adjustable motor mount (40, 42) in order to isolate the chassis (12) from lateral vibrations of the powertrain (14) depending on the one or more vehicle parameters; characterized by , that the drive train (14) is a transversely mounted drive train (14) with front-wheel drive, wherein the at least one dynamically adjustable motor mount (40, 42) includes a first dynamically adjustable motor mount (40) that functionally connects the drive motor (18) and the chassis (12), and a second dynamically adjustable motor mount (42) that functionally connects the transmission (24) and the chassis (12); wherein the at least one dynamically adjustable motor mount (40, 42) includes a standard tuning characteristic, wherein the control system (64) is operable to return to the standard tuning characteristic when a predetermined vehicle speed threshold is exceeded. [2] Vehicle (10) according to claim 1, wherein the selectively adjustable parameter includes at least one of a stiffness parameter and a damping parameter. [3] Vehicle (10) according to claim 1, wherein one or more vehicle parameters include a rate of change of speed and a pedal position. [4] Vehicle (10) according to claim 1, wherein one or more vehicle parameters include a vehicle speed range. [5] Vehicle (10) according to claim 4, wherein the vehicle speed range is between approximately 1 MPH (1.6 km / h) and approximately 30 MPH (48.3 km / h). [6] Vehicle (10) according to claim 5, wherein the vehicle speed range is between approximately 5 MPH (8.0 km / h) and approximately 25 MPH (40.2 km / h). [7] Vehicle (10) according to claim 1, wherein the at least one dynamically adjustable engine mount (40, 42) limits the transmission of vibrations from the drive train (14) to the chassis (12). [8] Vehicle (10) according to claim 7, wherein at least one dynamically adjustable motor mount (40, 42) controls vibrations below 20 Hz.

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