Triple-Mass Flywheel With Active Torsional Damping Range Extension
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Solution Overview
Problem
Traditional dual mass flywheels are limited by the spring rate and capacity of the torsional damper, restricting the range of rotational speeds that can be effectively dampened, leading to inadequate vibration isolation in vehicle powertrains.
Innovation Solution
A triple mass flywheel configuration with three flywheel parts arranged in series, connected by first and second torsional dampers of differing damping constants, and an electric motor that adjusts the loading of these dampers to enhance vibration isolation, allowing for broader dampening range and reduced resonance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a dual mass flywheel with a single torsional damper is used, then the structure is simple, but the range of rotational speeds that can be effectively dampened is limited
Solution Approach 1:
The flywheel is divided into three separate mass parts (first flywheel mass, second flywheel mass, third flywheel mass) instead of two, creating multiple segments that can independently dampen vibrations. This segmentation allows different torsional dampers to operate at different spring rates, effectively broadening the dampening speed range while maintaining manageable structural complexity
Solution Approach 2:
The patent adds an additional dimension to the dampening system by introducing a second torsional damper between the second and third flywheel masses. This creates a multi-layered dampening approach where vibrations can be attenuated through multiple stages with different characteristics, expanding the effective operational range without proportionally increasing complexity
2Device complexity
If a traditional dual mass flywheel with fixed torsional damper is used, then the device complexity is low, but the vibration isolation effectiveness is insufficient (50% at 1,000 RPM)
Solution Approach 1:
The patent incorporates an electric motor that can actively adjust the loading of the first torsional damper in real-time. This dynamic adjustment capability allows the flywheel system to adapt to varying operating conditions and maintain optimal vibration isolation effectiveness across different engine speeds, significantly improving reliability from 50% to over 90% isolation
Solution Approach 2:
The electric motor controlled by a controller implements a feedback mechanism that monitors and adjusts the torsional damper loading based on actual operating conditions. This closed-loop control enables the system to maintain high vibration isolation effectiveness by dynamically optimizing the dampening characteristics according to real-time engine performance
3Force
If the torsional damper spring rate is increased to improve dampening, then the dampening capacity improves, but the range of rotational speeds that can be dampened is restricted
Solution Approach 1:
The patent applies different spring rates to different torsional dampers (first torsional damper and second torsional damper) based on their specific locations and functions within the flywheel assembly. This localized optimization allows each damper to be tuned for its specific operating range, with the first damper handling lower speeds and the second damper handling higher speeds, thereby expanding the overall dampening speed range while maintaining high dampening capacity at each stage
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 triple mass flywheel design achieves over 90% vibration isolation across a wider range of engine speeds, significantly improving upon the dual mass flywheel's 50% isolation at 1,000 RPM, reducing vibrations and enhancing engine stability.
Implementation Method 1
The torsional damper connects the two flywheel parts such that relative rotation between them is allowed around the axis of rotation of the flywheel, with the torsional damper resisting relative rotation of the two flywheel parts and urging them to a rotationally neutral position
Implementation Method 2
The electric motor drives the second flywheel part to adjust the loading of the first torsional damper in relation to the first flywheel part and the second torsional damper in relation to the third flywheel part
Implementation Method 3
A flywheel is a disc of significant mass that has a high moment of inertia. One function of the flywheel is to resist changes in rotational speed. In the field of vehicle powertrains, a flywheel is connected to the crankshaft of an internal combustion engine. Thus, in an internal combustion engine, the flywheel resists angular acceleration and deceleration of the crankshaft
Data Source
AI summary
A triple mass flywheel (104, 304, 504, 604) includes a first flywheel part (112, 312, 512, 612), a second flywheel part (114, 314, 514, 614), and a third flywheel part (116, 316, 516, 616) all arranged for rotation on an axis (118, 318). The triple mass flywheel (104, 304, 504, 604) also includes a first torsional damper (120, 320, 520, 620) connected to the first flywheel part (112, 312, 512, 612) and the second flywheel part (114, 314, 514, 614) and a second torsional damper (122, 322, 522, 622) connected to the second flywheel part (114, 314, 514, 614) and the third flywheel part (116, 316, 516, 616). The second flywheel part (114, 314, 514, 614) is driven by an electric motor (110, 310, 510, 610) to adjust the loading of the first torsional damper (120, 320, 520, 620) in relation to the first flywheel part 112, 312, 512, 612) and the second torsional damper (122, 322, 522, 622) in relation to the third flywheel part (116, 316, 516, 616). The electric motor (110, 310, 510, 610) can also be driven by the second flywheel part (114, 314, 514, 614) to store electrical energy for use in a vehicle.