Active Powertrain Mount Control via Acceleration-Based Velocity
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Active powertrain mounts with pressure-based control require aggressive control strategies, are sensitive to temperature, and have reliability issues due to the need for sealed pressure ports, which can be damaged by vacuum/pressure spikes.
Innovation Solution
A control system that adjusts the damping characteristics of active powertrain mounts based on the output velocity of the powertrain component, using a controller to generate a control signal proportional to the difference between the input and output velocities of the chassis and powertrain, eliminating the need for pressure ports and leveraging acceleration-based control for improved reliability and temperature stability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If pressure-based control is used in active powertrain mounts, then the mount can be controlled actively, but the mount requires sealed pressure ports that are sensitive to temperature and can be damaged by vacuum/pressure spikes
Solution Approach 1:
The patent replaces the pressure-based control system with an acceleration-based control system. Instead of using pressure ports and fluid pressure to control the mount, the invention uses accelerometers to measure acceleration and applies control forces based on acceleration signals. This substitution eliminates the need for sealed pressure ports and removes temperature sensitivity associated with pressure-based systems.
2Reliability
If pressure-based control is used in active powertrain mounts, then the mount can be controlled actively, but aggressive control strategies are required to ensure proper operation
Solution Approach 1:
The patent replaces complex pressure-based control strategies with simpler acceleration-based control. By measuring acceleration directly and applying control forces proportional to acceleration, the system achieves reliable operation without requiring aggressive or complex control algorithms. The control force is calculated as F = -k*a, where k is a gain factor and a is the measured acceleration.
3Reliability
If pressure ports are used in active powertrain mounts, then the mount can be controlled actively, but the packaging is complicated and the ports can be damaged by vacuum/pressure spikes
Solution Approach 1:
The patent extracts and removes the pressure ports from the mount system entirely. By switching to acceleration-based control, the invention eliminates the need for any pressure ports, seals, or fluid chambers. This simplifies the mount packaging and removes the vulnerability to vacuum and pressure spikes that would damage pressure ports.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach enhances the reliability and performance of active powertrain mounts by reducing temperature sensitivity and current requirements, achieving better vibration isolation with simplified packaging and reduced sensitivity to environmental factors, while also enabling effective active noise canceling and engine control.
Implementation Method 1
One common type of active powertrain mount is a magneto-rheological (MR) engine mount that uses a sensor to monitor the pressure of the fluid in the mount to control the mount in an active direction
Data Source
Figure 1
Figure 2
Figure 3
AI summary
According to the present invention there is provided a control system (20) for an active powertrain mount (22) including a control signal (36) which is based on the input velocity Vin) of the chassis (24) at the active powertrain mount (22). The control signal (36) may be proportional to the input velocity (Vin) or to the mount velocity (Vmount), which is the difference between the input velocity (Vin) of the chassis (24) at the active powertrain mount (22) and the output velocity (Vout) of the powertrain component (28) at the active powertrain mount (22). The input velocity (Vin) of the chassis (24) at the active powertrain mount (22) may be determined by a controller (32) based on the CG heave (Vheave) and the roll and pitch velocities (Vroll, Vpitch) of the chassis. The output velocity (Vout) of the powertrain component (28) at the active powertrain mount (22) is determined by the controller (32) by integrating an acceleration signal (34) from a component accelerometer(38) disposed on the powertrain component (28) proximate to the active powertrain mount (22). Corresponding methods for controlling an active powertrain mount (22) are also provided.