MGU Virtual Flywheel for Crankshaft Angle and Engine Vibration Control
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Solution Overview
Problem
Internal combustion engines (ICE) face challenges with vibrations and latency due to traditional flywheels, which are heavy and hinder responsiveness and fuel efficiency, especially in vehicles where weight and mass are critical factors.
Innovation Solution
A virtual flywheel system using a Motor Generator Unit (MGU) with sensors and a controller to adjust the crankshaft angle, emulating the mechanical vibration filtering of traditional flywheels while being lightweight and minimizing latency, by predicting and correcting the crankshaft angle to reduce vibrations and harmonics.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If a traditional flywheel is used to smooth out engine vibrations, then vibration suppression is improved, but vehicle weight increases and responsiveness decreases
Solution Approach 1:
The patent replaces the traditional mechanical flywheel system with an electrochemical energy storage system (capacitor or battery) coupled with a motor-generator unit. The MGU acts as an intermediary that can rapidly absorb or deliver torque to counteract engine vibrations without requiring a heavy rotating mass. This substitution of mechanical inertia with electrochemical energy storage resolves the contradiction by eliminating the weight penalty while maintaining vibration suppression functionality.
Solution Approach 2:
The patent segments the vibration suppression function into two separate components: the energy storage unit (capacitor/battery) that handles energy buffering, and the motor-generator unit that handles torque modulation. This segmentation allows each component to be optimized independently - the energy storage unit can be lightweight since it only needs to buffer energy, while the MGU provides precise torque control without requiring the mass of a traditional flywheel.
2Object-affected harmful factors
If a traditional flywheel is used to smooth out engine vibrations, then vibration suppression is improved, but engine responsiveness to throttle changes decreases
Solution Approach 1:
The patent replaces the mechanical flywheel with an electrochemical system that has no rotational inertia. The capacitor or battery can respond instantaneously to throttle changes by rapidly charging or discharging, while the motor-generator unit can instantly modulate torque output. This eliminates the latency inherent in mechanical flywheels where changes in rotational speed are resisted by the flywheel's moment of inertia.
Solution Approach 2:
The patent creates a dynamic system where the motor-generator unit can rapidly adjust its operational state between motor and generator modes in response to changing throttle inputs. This dynamic responsiveness allows the system to adapt instantly to driver demands without the inertial lag that characterizes traditional flywheel systems, where the rotating mass resists rapid speed changes.
3Object-affected harmful factors
If a traditional flywheel is used to smooth out engine vibrations, then vibration suppression is improved, but fuel efficiency decreases
Solution Approach 1:
The patent replaces the mechanical flywheel with an electrochemical energy storage system that can capture and return energy with minimal losses. The capacitor or battery system can rapidly absorb excess energy during deceleration or idle conditions and return it during acceleration, avoiding the energy dissipation that occurs in mechanical systems. This substitution eliminates the parasitic energy losses associated with maintaining a heavy rotating mass.
Solution Approach 2:
The patent implements an energy recovery system where the motor-generator unit captures kinetic energy during deceleration or idle conditions by operating in generator mode, storing it in the capacitor or battery. This recovered energy is then returned to the drivetrain during acceleration, creating a regenerative braking effect that improves overall fuel efficiency. This energy recycling capability is not available in traditional flywheel systems where energy losses occur through mechanical friction and air resistance.
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 virtual flywheel system effectively reduces vibrations and latency, allowing for smoother engine operation, improved responsiveness, and reduced fuel waste, without the need for heavy traditional flywheels, enhancing performance and efficiency in vehicles.
Implementation Method 1
Many electric vehicles (EVs) contain a motor generator unit (MGU). When operating as a motor, the MGU uses stored electrical energy to run the motor to power the wheels. When the EV is descending a hill, or the driver is otherwise using the brake to slow the vehicle, the MGU is operated as a generator to return energy to the battery.
Implementation Method 2
The energy storage unit is configured to deliver energy to the energy converter when the energy converter acts as a motor, and to store energy output from the energy converter when the energy converter acts as a generator.
Data Source
AI summary
An apparatus is provided for modifying a crankshaft angle of an internal combustion engine (ICE). An energy converter is configured to be connected to a crankshaft of the ICE. An energy storage unit is configured to deliver energy to the energy converter when the energy converter acts as a motor, and to store energy output from the energy converter when the energy converter acts as a generator. The controller is configured to calculate a current ideal crankshaft angle, calculate a current slip angle using an output of a crankshaft angle sensor, activate the energy converter as a motor to increase the current crankshaft angle when the current slip angle is greater than a predetermined upper threshold value, and activate the energy converter as a generator to decrease the current crankshaft angle when the current slip angle is less than a predetermined lower threshold value.