Damper Clutch Control for Subharmonic Vibration Reduction
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Solution Overview
Problem
The existing methods for controlling a damper clutch with a 2-stage stiffness structure fail to effectively eliminate unusual vibration, leading to a trade-off between reducing booming noise and worsening vibration, or vice versa, and are difficult to implement due to limited design conditions.
Innovation Solution
A method that determines the damper clutch's slip or lock-up state, checks if the vehicle is within a predetermined resonant range, detects subharmonic vibration, and controls the damper clutch to slip or open when vibrations exceed certain index values, using a 2-stage stiffness structure with dual damper springs and an electronic control unit to manage torque and engine speed.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If the stiffness of the damper clutch is increased to reduce unusual vibration, then vibration is improved but booming noise increases and fuel efficiency deteriorates
Solution Approach 1:
The damper clutch stiffness is made dynamically controllable through active control system that adjusts stiffness based on operating conditions (engine speed, torque, vehicle speed) rather than using fixed stiffness. This allows the system to optimize between vibration suppression and noise reduction by varying stiffness in real-time.
Solution Approach 2:
The control system changes the stiffness parameter of the damper clutch based on detected operating conditions. When unusual vibration is detected within resonant frequency ranges, the system increases stiffness; when vibration is suppressed or outside resonant ranges, the system reduces stiffness to minimize booming noise and improve fuel efficiency.
2Object-generated harmful factors
If the stiffness of the damper clutch is decreased to improve booming, then booming is improved but unusual vibration worsens
Solution Approach 1:
The damper clutch stiffness is made dynamically controllable through active control system that adjusts stiffness based on operating conditions (engine speed, torque, vehicle speed) rather than using fixed stiffness. This allows the system to optimize between vibration suppression and noise reduction by varying stiffness in real-time.
Solution Approach 2:
The control system changes the stiffness parameter of the damper clutch based on detected operating conditions. When unusual vibration is detected within resonant frequency ranges, the system increases stiffness; when vibration is suppressed or outside resonant ranges, the system reduces stiffness to minimize booming noise and improve fuel efficiency.
3Stability of the object's composition
If a multi-stage stiffness structure is used to reduce both vibration and booming, then both are improved somewhat but the design becomes complex and difficult to implement under limited design conditions
Solution Approach 1:
The patent replaces complex multi-stage mechanical stiffness structures with a simpler single-stage damper clutch controlled by an active control system (sensors, ECU, actuators). The control system electronically determines stiffness requirements based on operating conditions and actuates the damper clutch accordingly, substituting mechanical complexity with electronic control.
Solution Approach 2:
The control system performs multiple functions: detecting operating conditions (engine speed, torque, vehicle speed), determining resonant frequency ranges, detecting unusual vibration, and controlling damper clutch stiffness. This multi-functional approach consolidates what would require complex mechanical multi-stage structures into a single versatile control system.
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 improves fuel efficiency and noise-vibration-harshness (NVH) by stabilizing the damper clutch's stiffness against durability deterioration and deviation, effectively reducing unusual vibrations while maintaining fuel efficiency and NVH performance.
Implementation Method 1
a first spring element and a second spring element, respectively, extend in a radial direction of the impeller
Implementation Method 2
a friction element is pressed against a friction surface of the turbine by a pressing force of the second spring element
Data Source
AI summary
A method for controlling a damper clutch may include determining whether the damper clutch is in a slip or lock-up state in a driving state of a vehicle, determining whether a condition of the vehicle is within a predetermined resonant range, determining whether a torque of the vehicle is within a predetermined resonant torque range, detecting a subharmonic vibration when the damper clutch is in the slip or lock-up state, the condition of the vehicle is within the predetermined resonant range, and the torque of the vehicle is within the predetermined resonant torque range, and controlling the damper clutch to slip or be open when the subharmonic vibration is larger than a predetermined value.