Virtual Flywheel Crankshaft Angle Control for Engine Vibration Smoothing
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Solution Overview
Problem
Vehicles and machinery with internal combustion engines face issues with vibrations and undesirable forces due to rotating components, which are often mitigated by heavy flywheels that hinder responsiveness and fuel efficiency.
Innovation Solution
A virtual flywheel system using a motor generator unit (MGU) and a controller to adjust the crankshaft angle, emulating the mechanical vibration filtering of traditional flywheels without the added weight and latency, by converting energy to smooth engine operation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If a traditional flywheel is used to smooth engine operation and reduce vibrations, then vibration suppression is improved, but vehicle weight increases and engine responsiveness deteriorates
Solution Approach 1:
The patent replaces the mechanical flywheel system with an electrical system consisting of a motor generator unit (MGU) and control system. The MGU converts mechanical energy from the crankshaft into electrical energy, which is then used to actively counteract vibrations through controlled motor operation, eliminating the need for heavy mechanical flywheels while maintaining vibration suppression functionality.
Solution Approach 2:
The system dynamically adjusts the operational parameters of the motor generator unit based on real-time engine conditions, including crankshaft angle, rotational speed, and vibration characteristics. This allows the system to optimize vibration counteraction while minimizing impact on engine responsiveness and overall vehicle performance.
2Object-affected harmful factors
If a heavy flywheel is used to filter mechanical vibrations, then vibration smoothing is improved, but engine speed responsiveness deteriorates
Solution Approach 1:
The patent replaces the passive mechanical damping of a flywheel with an active electrical control system. The motor generator unit can rapidly respond to changes in engine speed and load conditions, providing instantaneous vibration counteraction without the inertial lag inherent in mechanical flywheels, thereby maintaining engine speed responsiveness.
Solution Approach 2:
The system continuously monitors engine operating parameters including crankshaft angle and rotational speed through sensors, processes this information through a control system, and adjusts the MGU output accordingly. This closed-loop feedback mechanism enables real-time adaptation to changing engine conditions, ensuring optimal vibration suppression while preserving responsive engine performance.
3Object-affected harmful factors
If a traditional flywheel is attached to the crankshaft to reduce harmful forces, then vibration suppression is improved, but fuel efficiency deteriorates
Solution Approach 1:
The patent replaces the energy-intensive mechanical flywheel system with an electrical motor generator unit that can recover energy during engine deceleration and reuse it during acceleration or vibration counteraction. This regenerative capability reduces overall energy consumption and improves fuel efficiency while maintaining vibration suppression functionality.
Solution Approach 2:
The motor generator unit functions as a regenerative braking system, capturing kinetic energy during engine deceleration or load reduction and converting it into electrical energy stored in the battery or capacitor system. This recovered energy is then available to assist the MGU in counteracting vibrations, reducing the need for additional fuel consumption.
4Stability of the object's composition
If a flywheel is used to smooth engine operation, then operational stability is improved, but device complexity increases
Solution Approach 1:
The motor generator unit serves multiple functions: it acts as a starter motor to crank the engine during startup, functions as an alternator to charge the battery during engine operation, and operates as a vibration counteraction device through controlled motor operation. This multi-functionality consolidates multiple systems into a single device, reducing overall system complexity while maintaining operational stability.
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 system reduces vibrations and latency, enhancing engine responsiveness and fuel efficiency by dynamically adjusting the crankshaft angle to minimize harmonic vibrations.
Implementation Method 1
a motor generator unit (MGU) and a controller to adjust the crankshaft angle, emulating the mechanical vibration filtering of traditional flywheels, by converting energy to smooth engine operation
Implementation Method 2
Flywheels are usually discs of steel or another strong substance which use their rotational motion about an axis to store energy and angular momentum. If the speed of a shaft to which a flywheel is attached is changed, conservation of angular momentum causes energy in the flywheel to be used to resist the slowing
Data Source
AI summary
A computer program product is provided for modifying a crankshaft angle of an internal combustion engine (ICE). The ICE includes a crankshaft, and a crankshaft angle sensor. The vehicle includes an energy converter and an energy storage unit. The energy converter is configured to be connected to the crankshaft of the ICE. 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. A current ideal crankshaft angle is calculated. A current slip angle is calculated using an output of the crankshaft angle sensor. The energy converter is activated as a motor to increase the current crankshaft angle when the current slip angle is greater than a predetermined upper threshold value, and the energy converter is activated as a generator to decrease the current crankshaft angle when the current slip angle is less than a predetermined lower threshold value.