Patent Application
20220314961
This application claims the benefit of German Patent Application No. 102021203213.3, filed on Mar. 30, 2021, which application is hereby incorporated herein by reference.
The present invention relates to a power train support system for a vehicle, to a vehicle, and to a method for operating a power train support system in a vehicle.
A power train of a vehicle usually includes an engine and a transmission and is mounted to a power train support frame. The power train support frame typically is mounted to a chassis of the vehicle via a frame mount.
As the power train's components, engine and transmission typically contribute remarkably to the total weight of the vehicle, the power train's position with respect to a vertical direction, i.e. the direction of gravity, influences a position of the center of gravity (COG) of the vehicle. In order to improve driving stability of the vehicle, e.g. during cornering or braking maneuvers, it would be desirable to position the COG of the vehicle as low as possible. However, the vertical position of the drive train is limited by a required minimum clearance between the ground and the power train support frame.
The present invention relates to a power train support system for a vehicle, to a vehicle, and to a method for operating a power train support system in a vehicle. Particular embodiments relate to a street vehicle such as an automobile.
An embodiment of the invention provides an improved power train support system.
Therefore, embodiments of the present invention provide a power train support system, a vehicle, and a method.
These and further embodiments of the present invention are described in the following description, referring to the drawings.
According to a first embodiment of the invention, a power train support system for a vehicle comprises a support frame comprising a support structure for supporting a power train with respect to a vertical direction and a first connection interface, and a mounting device comprising a mounting interface for mounting the mounting device to a carrier part of the vehicle, a second connection interface mechanically connected to the first connection interface of the support frame, and an actuation device configured to move the second connection interface relative to the mounting interface along the vertical direction.
According to a second embodiment of the invention, a vehicle, e.g. a street vehicle such as an automobile, comprises a carrier part, which may, for example, be formed by a chassis or a vehicle body, a power train support system according to the first embodiment of the invention, the mounting interface being coupled to the carrier part, a power train including an engine and a transmission kinematically coupled to the engine, the power train being mounted to the support structure of the support frame, and two or more wheels kinematically coupled to the power train.
A third embodiment of the invention provides a method for operating a power train support system in a vehicle according to the second embodiment of the invention. The method includes issuing an actuation signal to the actuation device of the power train support system and moving the second connection interface relative to the mounting interface along the vertical direction by means of the actuation device in accordance with the actuation signal.
One of the principles on which embodiments of the invention are based is that a power train is movable relative to a carrier part of the vehicle, i.e. the chassis or the vehicle body, in order to lower or raise a center of gravity (COG) of the vehicle. To move the power train in a vertical direction, which may be parallel to the direction of gravity when the vehicle's wheels are on a horizontal ground, a support frame for supporting the power train is movably coupled to a mounting device which is configured for being fixed to the carrier part. In particular, the mounting device includes a mounting interface, e.g. a flange or similar, a second connection interface or interconnection interface to which a first connection interface of the support frame is coupled, and an actuation device. The first connection interface of the support frame and the second connection interface of the mounting device are mechanically fixed to each other so that a distance between these interfaces remains fixed or constant. The actuation device may include an actuator kinematically coupled to the second interconnection interface and a drive mechanism for driving the actuator such that the actuator moves the second connection interface along the vertical direction relative to the mounting interface.
It is one of the advantages of embodiments of the invention that the power train support frame can easily be moved relative to a connection point provided for fixing the mounting device to the vehicle body or chassis in the vertical direction. Thereby, when the power train support system is assembled in a vehicle, the COG of the vehicle can be adjusted, i.e. lowered in order to improve dynamic driving performance of the vehicle and raised, e.g. when road conditions require a greater clearance between the support frame and the road surface.
According to some embodiments, the actuation device may comprise an electric motor and a cam coupled to the electric motor so as to be rotatable about a rotational axis, the cam including an actuation surface in contact with a contact surface of the second connection interface, wherein the actuation surface has a shape such that a distance in the vertical direction between the rotational axis and the contact surface varies upon rotation of the cam about the rotational axis. In this embodiment, the electric motor forms the drive mechanism and the cam forms the actuator. One advantage of this configuration is that the electric motor allows for a fast response of the system. In particular, by rotating the cam, high forces can be generated with relatively low driving torque, depending on the shape of the actuation surface of the cam. Finally, a dynamic adjustment of the vertical position of the support frame can easily be realized.
According to some embodiments, the second connection interface may include an elastically deformable holding member, wherein the actuation device is configured to deform the holding member to move the second connection interface along the vertical direction. The holding member may, for example, be made of a rubber material. Optionally, the holding member may have a substantially trapezoidal or conical cross-sectional shape. The actuator, e.g. the cam, may deform or compress the holding member such that it is moved along the vertical direction. For example, the actuator and the first connection interface of the support frame may be arranged on opposite sides of the holding member with regard to the vertical direction so that the actuator can push the second interface in the vertical direction. The elastically deformable properties of the holding member provide the benefit that, on the one hand, vibrations are advantageously damped, and that, on the other hand, a wear resistant movable interface is realized.
According to some embodiments, the holding member may be deformable by the actuation device from a relaxed state, in which the second connection interface is positioned relative to the mounting interface at a first distance with respect to the vertical direction, to a tensioned state, in which the second connection interface is positioned relative to the mounting interface at a second distance with respect to the vertical direction. For example, the holding member may be compressed by the actuator device to assume the tensioned state, so that the second distance is smaller than the first distance. Of course, it would also be possible that the holding member may be stretched by the actuator device to assume the tensioned state, so that the second distance is greater than the first distance. In the tensioned state, the actuation device applies a force to the holding member which acts contrary to the elastic force of the holding member. Consequently, when the force applied by the actuation device is removed, the holding member automatically assumes the relaxed state. Thereby, dynamic variation of the vertical position of the second connection interface and, consequently, of the support frame can advantageously be realized.
According to some embodiments, the first connection interface and the second connection interface may be connected to each other by a shaft. For example, the first and second connection interfaces may be provided with a hole or bore, in which the shaft can be introduced and fixed, e.g. by a threaded connection. For example, the optional holding member of the second connection interface may comprise a hole, in which the bolt is fixed, e.g. adhesively fixed or bonded to the rubber material, and the first connection interface may have a through hole, through which the bolt extends, and where it is fixed by means of a nut. The bolt provides the advantage that a predefined axial distance between the first and the second connection interfaces can be provided.
According to some embodiments, the power train support system may comprise a controller configured to receive an input signal and to issue an actuation signal to actuate the actuation device in accordance with the input signal. The controller may be an electronic controller. For example, the controller may include a processor, such as a CPU, an ASIC, an FPGA or similar, and a data memory readable by the processor, e.g. a non-volatile memory such as a solid state drive (SSD) or a hard drive (HD) memory. The memory may store software which causes the processor to issue an output signal, i.e. the actuation signal, based on one or more input signals.
According to some embodiments, the power train support system may comprise an optical sensor, for example a camera, connected to the controller, the optical sensor being configured to detect surface features, such as recesses or elevations, representing unevenness of a road surface and to provide detection data representing the detected surface features as an input signal to the controller. That is, the controller receives detection data from the optical data which represents a condition of the road surface. The controller is configured to issue an actuation signal to actuate the actuation device in accordance with the input signal, wherein the controller may be configured, for example, to issue an actuation signal which causes the actuation device to move the second connection interface such that a clearance between the road surface and the support frame is increased, when unevenness of the road surface exceeds a threshold. Thereby, an automated adjustment of the vertical position of the support frame which protects the support frame can easily be realized.
According to some embodiments, the power train support system may comprise an acceleration sensor unit connected to the controller, the acceleration sensor unit being configured to detect a lateral acceleration and to provide acceleration data representing the detected lateral acceleration as an input signal to the controller, the lateral acceleration including an acceleration along a lateral direction perpendicular to the vertical direction and/or an acceleration around a vertical axis parallel to the vertical direction. The controller may be configured to issue the actuation signal only when the detected acceleration is below a predetermined acceleration threshold. The lateral acceleration represents a roll and yaw moment acting on the system or the vehicle. When the captured lateral acceleration is too high, the controller avoids that the actuation device is operated to move the second connection interface. Thereby, a variation of the COG is avoided in situations in which high lateral forces are acting on the system. Consequently, driving safety and comfort of a vehicle having the power train support system is improved.
According to some embodiments, the power train support system may comprise an input device connected to the controller and configured to receive a driver's input representing a desired position of the second connection interface relative to the mounting interface and issue an input signal corresponding to the driver's input. For example, the driver can select between various modes representing pre-stored vertical positions of the second connection interface relative to the mounting interface, or the driver can enter a specific desired position via the input device. The input device may include a display, e.g. a touch display through which the driver can make the input, a rotatable selection wheel or similar.
According to some embodiments, the method may include receiving a driver's input representing a desired position of the second connection interface relative to the mounting interface via an input device, and issuing an input signal corresponding to the driver's input by the input device, wherein the actuation signal is issued in accordance with the input signal.
According to some embodiments, the method may include capturing a lateral acceleration of the vehicle, the lateral acceleration including an acceleration along a lateral direction perpendicular to the vertical direction and/or an acceleration around a vertical axis relative to the vertical direction, wherein the actuation signal is issued only when the detected acceleration is below a predetermined acceleration threshold.
According to some embodiments, the method may include detecting surface features, such as recesses or elevations, representing unevenness of a road surface ahead of the vehicle, wherein the actuation signal is issued based on the detected surface features.
According to some embodiments, the method may include that the actuation device moves the second connection interface such that the support frame is moved away from the road surface, when the detected surface features indicate unevenness above a predefined threshold.
The herein described features for the power train support system are also disclosed for the method and vice versa. In particular, the optional controller of the power train support system may be configured to cause the system to perform the steps of the method.
For a more complete understanding of embodiments of the present invention and advantages thereof, reference is made to the following description taken in conjunction with the accompanying drawings. The invention is explained in more detail below using exemplary embodiments, which are specified in the schematic figures, in which:
Unless indicated otherwise, like reference signs to the figures indicate like elements.
The following elements may be used in connection with the drawings to describe embodiments of the present invention.
support frame
1A first support frame
1B second support frame
2 mounting device
3 shaft
4 controller
10 support structure
12 first connection interface
20 mounting interface
22 second connection interface
22
a contact surface
23 holding member
23A plate portion
23B side portion
24 actuation device
25 electric motor
26 cam
26
a actuation surface
42 optical sensor
44 acceleration sensor unit
46 input device
100 power train support system
102 housing
112 through hole
120 flange portion
121 through hole
122 opening
200 vehicle
210 chassis
220 power train
222 engine
224 transmission
230 wheels
231 first axle
232 second axle
300 road
300
a road surface
A24 rotational axis
d1 first distance
d2 second distance
G direction of gravity
M method
M1-M7 method steps
v2 distance between rotational axis and contact surface
X longitudinal direction
Y lateral direction
Z vertical direction/axis
As is exemplarily shown in
The power train 220 comprises an engine 222 and a transmission 224. The engine 222 may be an internal combustion engine or an electrical motor. An output shaft (not shown) of the engine 222 is coupled to an input shaft (not shown) of the transmission 224 which is configured to translate the torque delivered from the output shaft of the engine 222 to the input shaft. At least one of the at least two wheels 230 is kinematically coupled to an output shaft (not shown) of the transmission 224. For example, the wheels 230 of the first axle 231 may be coupled to the transmission 224 and, therefore, are driven by the engine 222.
The power train 220 is supported by the power train support system wo which couples the power train 220 to the chassis 210. It should be noted that the power train support system 100, alternatively, may couple the power train 220 to a vehicle body (not shown) or another carrier part of the vehicle 200. Thus, generally, the vehicle 200 may include a carrier part and the power train 220 is supported by the power train support system wo which couples the power train 220 to the carrier part of the vehicle. The following description, by way of example only and without being limited thereto, mostly refers to a chassis 210 as the carrier part.
The power train support system wo is only symbolically shown in
As is shown in
As is schematically shown in
The mounting device 2 may include a housing or carrier 102 defining an interior or void 103. The housing 102 may, for example, have a cylindrical shape, as is visible from
The second connection interface 22 is movable relative to the mounting interface 20 with respect to the vertical direction, for example, along a middle axis defined by the housing 102. As exemplarily shown in
As is further shown in
Generally, the second connection interface 22 is movably coupled with the mounting interface 20. As exemplarily shown in
The actuation device 24 may include an actuator coupled to or acting on the second connection interface 22 and a drive mechanism for moving the actuator. For example, the actuator may be formed by a cam 26 and the drive mechanism may be formed by an electric motor 25 as is exemplarily shown in
The cam 26 is coupled to the electric motor 25 and is rotatable about a rotational axis A24 by means of the electric motor 25. The cam 26 includes an actuation surface 26a for contacting and sliding on a contact surface 22a of the second connection interface 22. As is exemplarily shown in
As is schematically shown in
The embodiments are not limited to a configuration with an elastically deformable holding member 23 and a cam 26. For example, a screw drive may also be provided as an actuator which acts on a structure, e.g. a plate, forming the holding member and having the coupling structure, e.g. the opening 122. Thus, generally, the actuation device 24 is configured to move the second connection interface 22 relative to the mounting interface 20 along the vertical direction Z. When an elastically deforming holding member 23 is employed, as exemplarily shown in
The power train support system wo as explained above may include one support frame 1 and one mounting device 2. Of course, the embodiments of the invention are not restricted to this configuration but may include more than one support frame 1 and more than one mounting device 2. For example, as shown in
Referring again to
The optional optical sensor 42 is connected to the controller 4, for example, by a wired connection such as a data bus, and is configured to provide an input signal to the controller 4. The optical sensor 42 may, for example, be part of a camera 420 which is configured to scan a road surface 300a. As exemplarily shown in
The optional acceleration sensor unit 44 is connected to the controller 4, for example, by a wired connection such as a data bus, and is configured to detect a lateral acceleration. The lateral acceleration includes an acceleration along the lateral direction Y which is perpendicular to the vertical direction Z and/or an acceleration around a vertical axis parallel to the vertical direction Z. Thus, lateral acceleration includes a roll moment and/or a yaw moment acting on the system loo or the vehicle 200. The acceleration sensor unit 44 outputs acceleration data representing the detected lateral acceleration and provides the acceleration data as an input signal to the controller 4.
The optional input device 46 is connected to the controller 4, for example, by a wired connection such as a data bus, and configured to receive a driver's input representing a desired position of the second connection interface 22 relative to the mounting interface 20. The input device 46, for example, may be a touch display to which the driver can enter the desired position or setting. The input device 46 is configured to output an input signal corresponding to the driver's input and provide it to the controller 4.
In first optional step Mi of the method, a driver's input representing a desired position of the second connection interface 22 relative to the mounting interface 20 may be received via the input device 46. For example, the driver may select between various setting modes such as “sport”, “comfort”, “custom” or similar. For these modes, pre-settings of the vertical position of the second connection interface 22 relative to the mounting interface 20 may be completely or partially pre-stored, for example, in the data memory of the controller 4. In step M2, the input device 46 issues an input signal to the controller 4.
Additionally or alternatively to steps Mi and M2, the method M may include step M3 in which surface features representing unevenness of the road surface 300a ahead of the vehicle 200 are detected, for example, by means of the optical sensor 42 which provides the detection data representing the detected surface features as an input signal to the controller 4. Step M3 further includes determining, e.g. by means of the controller 4, if the detected surface features indicate unevenness above a threshold predefined for the selected setting, i.e. if there are elevations or protrusions present on the road surface 300a having a height or depth above a threshold value. When it is determined in step M3 that the detected surface features indicate unevenness above the predefined threshold, as indicated by symbol “+” in
When it is determined in step M3 that the detected surface features do not indicate unevenness above the predefined threshold, as indicated by symbol “−” in
Step M5 may be performed additionally or alternatively to steps M1-M3. In step M5 the lateral acceleration of the vehicle 200 is captured, e.g. by means of the acceleration sensor unit 44. The acceleration sensor unit 44 captures the lateral acceleration and provides the detection data representing the lateral acceleration as an input signal to the controller 4. Step M5 further includes determining if the captured lateral acceleration is below a threshold value. When the captured lateral acceleration is above the threshold value, as indicated by symbol “−” in
In step M6, the controller 4 issues an actuation signal to the actuation device 24 of the power train support system wo. The controller 4 may issue the actuation signal in accordance with an input signal, which the controller 4 may receive as described above from the input device 46, the optical sensor 42, and/or from the acceleration sensor unit 44. In the process exemplarily shown in
In step M7, the second connection interface 22 is moved relative to the mounting interface 20 along the vertical direction Z by means of the actuation device 24 in accordance with the actuation signal.
The method M is not limited to the process described above. For example, the actuation signal may be issued or generated in step M6 based on the detected surface features detected in step M3. That is, the actuation device 24 may be caused by the controller 4 to move the second connection interface 22 such that the support frame 1 is moved away from the road surface 300a, when the detected surface features indicate unevenness above the predefined threshold and/or such that the support frame 1 is moved towards the road surface 300a, when the detected surface features indicate unevenness below the predefined threshold. Also in this case, the actuation signal may optionally be issued only when it is determined in step M5 that the detected lateral acceleration is below the predetermined acceleration threshold.
Further, as exemplarily shown in
The invention has been described in detail referring to exemplary embodiments. However, it will be appreciated by those of ordinary skill in the art that modifications to these embodiments may be made without deviating from the principles and central ideas of the invention, the scope of the invention defined in the claims, and equivalents thereto.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102021203213.3 | Mar 2021 | DE | national |
