Hybrid Powertrain Coupling Assembly Tip-In Clunk Control
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Solution Overview
Problem
In hybrid vehicles, existing coupling and control assemblies for powertrains lack sufficient operating modes and fail to effectively address tip-in clunk and shift harshness issues, particularly in powershift transmissions without a torque converter, leading to noise and mechanical linkage issues during acceleration from coasting conditions.
Innovation Solution
A coupling and control assembly with multiple operating modes, featuring a first and second coupling face with locking formations, an electromechanical actuator to engage locking elements, and a modular design that includes a solenoid, latching mechanism, position sensor, and electrical connector, allowing bidirectional prevention or locking of engine rotation, enabling efficient transition between engine and electric motor power sources.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a traditional one-way clutch is used to mechanically couple the driving member to the driven member, then the clutch engages only when the driving member rotates in a first direction, but the driving member freely rotates in the second direction causing overrunning condition and engagement noise when reversing direction
Solution Approach 1:
The control system detects coasting conditions and predicts upcoming acceleration events before they occur. By pre-positioning the clutch in an engaged state during coasting, the system eliminates the relative rotation that would otherwise occur during tip-in acceleration, preventing engagement noise before it can happen.
Solution Approach 2:
The system uses sensors to detect vehicle speed, acceleration patterns, and clutch position in real-time. This feedback enables the control system to identify coasting conditions and adjust clutch engagement timing to prevent tip-in clunk, creating a closed-loop control system that continuously optimizes clutch behavior based on actual operating conditions.
2Productivity
If a powershift transmission operates without a torque converter, then mechanical linkage between engine and transmission is achieved, but tip-in clunk and shift harshness occur during acceleration from coasting conditions
Solution Approach 1:
The clutch engagement strategy dynamically adapts based on operating conditions. During coasting, the clutch is kept engaged to maintain mechanical connection. When acceleration is detected, the system modulates clutch engagement timing and duration to eliminate tip-in clunk while preserving acceleration response, creating a dynamic control system that optimizes both performance and comfort.
3Adaptability or versatility
If multiple locking elements are added to provide bidirectional control of the powertrain component, then the assembly gains multiple operating modes, but the device complexity increases
Solution Approach 1:
Multiple locking elements are designed to perform different functions within a unified structure. The first locking element prevents rotation in one direction while the second locking element prevents rotation in the opposite direction. This multi-functional design enables bidirectional control without requiring separate mechanisms for each direction, reducing overall system complexity while maintaining versatility.
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
The assembly provides a robust solution for controlling powertrain rotation, eliminating tip-in clunk and shift harshness by enabling precise control of engine and electric motor operation, enhancing vehicle efficiency and reducing noise and mechanical stress.
Implementation Method 1
an actuator (16) coupled to the first locking element (18) to move the first locking element across a gap towards the first coupling face (21) to a coupling position in response to the actuator receiving an electrical control signal
Data Source
AI summary
A coupling and control assembly for use in a motor vehicle such as a hybrid vehicle is provided. The assembly includes a first coupling face of an engine powertrain component or part supported by the powertrain component for rotation therewith about an axis. The first coupling face has a first set of locking formations. The assembly also includes a coupling member supported on a stationary member of the vehicle. The coupling member has a second coupling face in close-spaced opposition with the first coupling face. The assembly further includes an electromechanical actuator to move a locking element across a gap towards the first coupling face to a coupling position in response to the actuator receiving an electrical control signal. The locking element abuttingly engages one of the locking formations to prevent rotation of the powertrain component in a first direction about the axis in the coupling position.