Operating sound eliminating device for semi-active engine mounts of a vehicle

Abstract

The present application provides an operating sound eliminating device for a semi-active engine mount of a vehicle, in the configuration of an electromagnetic valve for opening and closing an air chamber of the semi-active engine mount, a plurality of layers are adopted for an upper stopper, so that not only the air tightness and durability of the upper stopper can be improved, but also the impact when the upper stopper hits a valve housing can be absorbed while reducing noise.

Description

TECHNICAL FIELD

[0001] The present application relates to an operation sound eliminating device for a semi-active engine mount of a vehicle, and more particularly, to an operation sound eliminating device for a semi-active engine mount of a vehicle capable of eliminating operation noise generated when an actuator of the semi-active mount is operated. BACKGROUND

[0002] Generally, when a power train including an engine and a transmission of a vehicle is installed in an engine room, the power train is installed using an engine mount to effectively reduce engine vibration and noise transmitted to a vehicle body.

[0003] In general, the engine mount supports the power train in an engine room of a vehicle, functions to isolate vibration generated by the power train at the time of idling, and functions to control behavior of the power train at the time of driving.

[0004] The engine mount has a fluid mount in which fluid is enclosed, a vacuum negative pressure type semi-active mount, an electronic semi-active mount, etc., and in the case of a luxury vehicle, an electronic semi-active mount having dynamic characteristics variable according to each driving condition is sometimes used in order to improve noise, vibration, harshness (NVH) and driving vibration.

[0005] The electronic semi-active engine mount refers to a mount having an air chamber formed inside a fluid mount and a passage communicating the air chamber with the atmosphere, and changing dynamic characteristics by communicating or isolating the air chamber from the atmosphere using an electronic actuator such as a solenoid valve opened / closed according to each driving condition.

[0006] When the vehicle is idling, the solenoid valve is opened to communicate the inside of the air chamber with the atmosphere, and when the vehicle is driving, the solenoid valve is closed to seal the air inside the air chamber, thereby changing dynamic characteristics of the engine mount.

[0007] However, when a plunger for opening and closing the solenoid valve included in the electronic semi-active mount rises or falls, there is a problem that impact noise of the plunger hitting a valve housing or a core is generated. SUMMARY

[0008] (1) Technical Problem to be Solved

[0009] This invention is proposed to solve the problems existing in the prior art. Its purpose is to provide an operating noise cancellation device for a semi-active engine mount in a vehicle. In the construction of the solenoid valve for opening and closing the air chamber of the semi-active engine mount, the upper stop block is multi-layered, which not only improves the airtightness and durability of the upper stop block, but also absorbs the impact of the upper stop block hitting the valve housing when the plunger rises, thereby reducing noise. In addition, the lower stop block is made of porous foam material with a predetermined thickness, which absorbs the impact of the lower stop block hitting the core when the plunger falls, thereby reducing noise.

[0010] (II) Technical Solution

[0011] An embodiment of the present invention for achieving the above-mentioned objectives provides an operating noise cancellation device for a semi-active engine mount in a vehicle, characterized in that it comprises: an air chamber formed inside the semi-active engine mount; and a solenoid valve for communicating or isolating the air chamber from the atmosphere, wherein the solenoid valve comprises: a valve housing configured to have a second vent hole communicating with the air chamber; a coil frame having a plunger lifting channel formed in the center and a coil wound around the outer periphery of the coil frame; a plunger disposed in the plunger lifting channel in a liftable manner to open and close the second vent hole of the valve housing; a core mounted in the lower part of the plunger lifting channel; and a return spring disposed compressibly between the plunger and the core, and a multi-layered upper stop block consisting of two or more stacked pads is inserted and installed into an upper groove formed on the upper surface of the plunger to simultaneously improve the airtightness of the air chamber and reduce the impact noise during plunger lifting.

[0012] According to a first embodiment of the present invention, the upper stop block may be composed of a first pad and a second pad, wherein the first pad is made of hard rubber with a hardness of more than a predetermined value and contacts the bottom surface of the valve housing to close the second vent hole, and the second pad is made of soft rubber or sponge foam with a hardness of less than a predetermined value and is attached to the bottom of the first pad to absorb the impact when the first pad hits the bottom surface of the valve housing.

[0013] According to a second embodiment of the present invention, the upper stop block may be composed of a first pad, a second pad, and a third pad, wherein the first pad is made of soft rubber or sponge foam with a hardness less than a predetermined value and contacts the bottom surface of the valve housing to close the second vent hole; the second pad is made of hard rubber with a hardness greater than a predetermined value and is attached to the bottom of the first pad; and the third pad is made of soft rubber or sponge foam with a hardness less than a predetermined value and is attached to the bottom of the second pad to absorb the impact when the first pad hits the bottom surface of the valve housing.

[0014] According to a third embodiment of the present invention, the upper stop block may be composed of a second pad and a first pad, wherein the second pad is made of soft rubber or sponge foam having a hardness less than a predetermined value and contacts the bottom surface of the valve housing to close the second vent hole, and the first pad is made of hard rubber having a hardness greater than a predetermined value and is attached to the bottom of the second pad to support the second pad when the second pad absorbs the impact of impacting the bottom surface of the valve housing.

[0015] According to a fourth embodiment of the present invention, the upper stop block may be composed of a first pad, a second pad, and a third pad, wherein the first pad is made of hard rubber with a hardness of more than a predetermined value and contacts the bottom surface of the valve housing to close the second vent hole; the second pad is made of soft rubber or sponge foam with a hardness of less than a predetermined value and is attached to the bottom of the first pad to absorb the impact when the first pad hits the bottom surface of the valve housing; and the third pad is made of hard rubber with a hardness of more than a predetermined value and is attached to the bottom of the second pad.

[0016] In addition, cavitation can be further formed in the plunger or the upper stop block to increase the impact absorption function of the upper stop block.

[0017] Preferably, an air channel communicating with the cavitation can be further formed in the plunger or the upper stop block, allowing the air in the cavitation to escape.

[0018] In addition, a lower stop can be attached to the upper surface of the core or the lower surface of the plunger to eliminate the impact and noise of the plunger hitting the core when it descends.

[0019] Another embodiment of the present invention for achieving the above-mentioned objective provides an operating noise cancellation device for a semi-active engine mount in a vehicle, characterized in that it comprises: an air chamber formed inside the semi-active engine mount; and a solenoid valve for communicating or isolating the air chamber from the atmosphere, wherein the solenoid valve comprises: a valve housing configured to have a second vent hole communicating with the air chamber; a coil frame having a plunger lifting channel formed in the center and a coil wound around the outer periphery of the coil frame; a plunger disposed in the plunger lifting channel in a liftable manner to open and close the second vent hole of the valve housing; a core mounted on the lower part of the plunger lifting channel; and a return spring disposed compressibly between the plunger and the core, and a lower stop attached to the upper surface of the core or the lower surface of the plunger to eliminate the impact and noise of the plunger striking the core when it descends.

[0020] In another embodiment of the present invention, the lower stop block may be made of sponge foam to absorb impact and prevent noise when the plunger descends, and the lower stop block may be made in an annular shape to avoid interference with the return spring.

[0021] In another embodiment of the present invention, the thickness of the lower stop block can be such that the stroke of the plunger during descent fully opens the second vent hole of the valve housing.

[0022] In another embodiment of the present invention, the stroke of the plunger during descent can be determined by subtracting the thickness of the compressed lower stop from the distance between the bottom surface of the plunger and the upper surface of the core before descent.

[0023] (III) Beneficial Effects

[0024] The above technical solutions provide the following technical effects of the present invention.

[0025] First, in the construction of the solenoid valve used to open and close the air chamber of the semi-active engine mount, the upper stop is multi-layered, which not only improves the airtightness and durability of the upper stop, but also absorbs the impact when the upper stop hits the valve housing while reducing noise.

[0026] Secondly, by further forming cavitation in the plunger or upper stop, the impact absorption function of the cavitation is further enhanced on the basis of the impact absorption function of the upper stop, so that the impact can be absorbed more easily and the noise can be reduced during the closing operation of the solenoid valve.

[0027] Third, by further forming an air channel communicating with the cavitation in the plunger or upper stop, air is allowed to escape into the air channel when the cavitation absorbs the impact, thereby further ensuring the impact absorption and attenuation function.

[0028] Fourth, a lower stop made of soft rubber or sponge foam with a thickness equal to or greater than the distance between the plunger and the core is attached separately to the upper surface of the core or the lower surface of the plunger. Therefore, when the plunger descends, its lower end does not directly hit the core, but contacts the lower stop, which can absorb the impact and eliminate noise. Attached Figure Description

[0029] Figure 1 This is a schematic cross-sectional view showing an example of a semi-active engine mount.

[0030] Figure 2 This is a cross-sectional view showing the operating noise cancellation device of the semi-active engine mount according to a first embodiment of the present invention.

[0031] Figure 3This is a cross-sectional view showing the operating noise cancellation device of the semi-active engine mount according to a second embodiment of the present invention.

[0032] Figure 4 This is a cross-sectional view showing the operation noise cancellation device of the semi-active engine mount according to a third embodiment of the present invention.

[0033] Figure 5 This is a cross-sectional view showing the operating noise cancellation device of the semi-active engine mount according to a fourth embodiment of the present invention.

[0034] Figure 6 and Figure 7 This is a cross-sectional view showing the formation of a cavitation cavitation on the plunger or upper stop in the construction of the semi-active engine mount noise cancellation device according to the present invention.

[0035] Figures 8 to 10 This is a cross-sectional view showing the construction of the semi-active engine mount operation noise cancellation device according to the present invention, in which an air passage is formed on the plunger or upper stop in addition to cavitation.

[0036] Figure 11 This is a cross-sectional view showing an example of the installation of a lower stop in the construction of a semi-active engine mount noise cancellation device according to the present invention.

[0037] Explanation of reference numerals in the attached figures

[0038] 10: Bolts; 20: Core bushings

[0039] 30: Main rubber; 40: Orifice body

[0040] 42: Upper plate 44: Lower plate

[0041] 46: Flow path 50: Diaphragm

[0042] 60: Diaphragm; 70: Shell

[0043] 72: Support; 80: Air chamber

[0044] 90: Sealed box; 92: First vent.

[0045] 94: Vent pipe; 96: Installation space

[0046] 100: Solenoid valve; 110: Valve body

[0047] 112: Second vent 114: Coil

[0048] 116: Coil holder; 118: Plunger lifting channel

[0049] 120: Plunger; 122: Upper Groove

[0050] 124: Spring insertion hole; 130: Core

[0051] 140: Return spring; 150: Single stop block

[0052] 200: Upper stop block; 210: First pad

[0053] 220: Second pad 230: Third pad

[0054] 240: Cavitation 250: Air Channel

[0055] 300: Lower stop block Detailed Implementation

[0056] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0057] First, to aid in understanding the present invention, the construction of a conventional semi-active engine mount will be described.

[0058] Figure 1 This is a schematic cross-sectional view showing an example of a conventional semi-active engine mount.

[0059] like Figure 1 As shown, a conventional semi-active engine mount mainly includes: a core bushing 20 with bolts 10 for connecting to the engine; a main rubber 30 formed on the outer diameter portion of the core bushing 20 by means such as vulcanization bonding; an orifice body 40 configured to have an upper plate 42 and a lower plate 44 stacked and joined together, and having a flow path 46 for fluid to flow between the upper fluid chamber UC and the lower fluid chamber LC; a membrane 50 mounted on the central portion of the orifice body 40; a diaphragm 60 ending the lower fluid chamber LC, and the outer end mounted on the housing 70; and a bracket 72 mounted on the outer diameter portion of the housing 70 for connection to the vehicle body.

[0060] Therefore, when vibrations caused by vehicle movement are input to the semi-active engine mount, the main rubber 30 is compressed while the fluid in the upper fluid chamber UC flows into the lower fluid chamber LC through the flow path 46 of the orifice body 40, thereby achieving attenuation to buffer the vibration.

[0061] In addition, in order to change the dynamic characteristics, the conventional semi-active engine mount is configured to further include an air chamber 80 formed inside the semi-active engine mount and a solenoid valve 100 for communicating or isolating the air chamber 80 from the atmosphere.

[0062] More specifically, in order to modify dynamic characteristics, a conventional semi-active engine mount is configured to include: an air chamber 80 formed below a diaphragm 50 within the interior of the semi-active engine mount; a closure 90 having a vent 94 formed in the central portion, the vent 94 having a first vent 92 that is communicatively fastened to the air chamber 80, and the outer end of the closure 90 being mounted on a housing 70; and a solenoid valve 100 mounted in a mounting space 96 formed at the bottom of the closure 90 to open and close the first vent 92 of the vent 94.

[0063] The solenoid valve 100 is configured to include: a valve housing 110, which is configured as a tubular structure having a second vent 112 communicating with a first vent 92 of the air chamber 80 and the vent pipe 94, and the valve housing 110 is inserted into and secured to the first vent 92 in a manner that maintains airtightness; a coil holder 116, which forms a plunger lifting channel 118 in the center, and a coil 114 is wound around the outer periphery of the coil holder 116; a plunger 120, which is vertically disposed within the plunger lifting channel 118 to open and close the second vent 112 of the valve housing 110; a core 130, which is mounted at the lower part of the plunger lifting channel 118; and a return spring 140, which is compressibly disposed between the plunger 120 and the core 130.

[0064] At this time, the vent pipe 94 of the sealed box 90 is fastened to the air chamber 80, and the valve housing 110 is inserted into and fastened to the first vent hole 92 of the vent pipe 94. Therefore, when the second vent hole 112 of the valve housing 110 is opened and closed, the air chamber 80 is also opened and closed.

[0065] Additionally, a spring insertion hole 124 is formed at the bottom of the plunger 120, and the return spring 140 is inserted into the spring insertion hole 124.

[0066] Specifically, a single stop 150 made of silicone rubber material for substantially opening and closing the second vent 112 of the valve housing 110 is inserted into and installed in an upper groove 122 formed on the upper surface of the plunger 120.

[0067] Therefore, when the controller (not shown) applies current to the coil 114 while the vehicle is idling, the solenoid valve 100 performs an opening operation, that is, the plunger 120 descends due to magnetic attraction, and the single stop 150 falls from the second vent 112. Thus, the interior of the air chamber 80 is connected to the atmosphere through the first vent 92 of the vent pipe 94 and the second vent 112 of the valve housing 110.

[0068] At this time, the return spring 140 is compressed due to the descent of the plunger 120.

[0069] On the other hand, when the controller (not shown) releases the current applied to the coil 114 while the vehicle is in motion, the solenoid valve 100 performs a closing operation. That is, the plunger 120 rises due to the elastic restoring force of the return spring 140, while the single stop 150 strikes the bottom surface of the valve housing 110 and closes the second vent 112. Therefore, the interior of the air chamber 80 is isolated from the atmosphere.

[0070] As described above, when the vehicle is idling, the solenoid valve 100 performs an opening operation to allow the interior of the air chamber 80 to communicate with the atmosphere, and when the vehicle is moving, the solenoid valve 100 performs a closing operation to seal the air inside the air chamber 80, thereby changing the dynamic characteristics of the engine mount.

[0071] However, when the solenoid valve 100 performs a closing operation, that is, when the single stop 150 inserted and installed in the upper groove 122 of the plunger 120 impacts the valve housing 110 to close the second vent 112 due to the elastic restoring force of the return spring 140, an impact noise is generated.

[0072] On the other hand, if the single plunger 150 is made of a soft material with reduced hardness, the impact noise when it hits the valve housing 110 can be reduced. However, the airtightness of the single stop 150 when it closes the second vent 112 is reduced, and its durability will be greatly reduced as the single stop 150 repeatedly hits the valve housing 110.

[0073] In addition, when the solenoid valve 100 performs the opening operation, that is, when the plunger 120 descends due to electromagnetic force, impact noise is generated as the plunger 120 strikes the upper surface of the core.

[0074] Therefore, the present invention aims to provide a semi-active engine mount operation noise cancellation device that can satisfy all conflicting performance requirements, such as the need to increase the stiffness of the stop to improve its airtightness and durability, while simultaneously reducing the stiffness of the stop to reduce the impact noise when the stop hits the valve housing, and the device can also reduce impact noise when the plunger descends.

[0075] To address this, the present invention provides a semi-active engine mount, characterized in that a multi-layered upper stop block 200, consisting of two or more stacked pads, is inserted and installed into an upper groove 122 formed on the upper surface of the plunger 120 to simultaneously improve the airtightness of the air chamber 80 and reduce the impact noise during the rise and fall of the plunger 120; or a lower stop block 300 is attached to the upper surface of the core 130 or the lower surface of the plunger 120 to eliminate the impact and noise of the plunger 120 striking the core 130 during descent; or the multi-layered upper stop block 200 and lower stop block 300 are used simultaneously.

[0076] Here, the operating noise cancellation device for the semi-active engine mount of the present invention will be described in the following embodiments.

[0077] First embodiment

[0078] Figure 2 This is a cross-sectional view showing the operating noise cancellation device of the semi-active engine mount according to a first embodiment of the present invention.

[0079] According to a first embodiment of the present invention, in the construction of the solenoid valve 100, a multi-layer upper stop block 200 formed by stacking a first pad 210 and a second pad 220 is inserted into and installed in the upper groove 122 of the plunger 120, wherein the first pad 210 contacts the bottom surface of the valve housing 110, and the second pad 220 is attached to the bottom of the first pad 210 and is the same size as the first pad 210.

[0080] For this purpose, the first pad 210 and the second pad 220 are bonded to each other with a heat-resistant silicone double-sided tape or adhesive, and the bottom of the second pad 220 is bonded to the bottom surface of the upper groove 122 of the plunger 120 with a heat-resistant silicone double-sided tape or adhesive.

[0081] Specifically, the first pad 210 is made of hard rubber with a hardness greater than a predetermined value to improve the airtightness and durability of the upper stop 200, and the second pad 220 is made of soft rubber or sponge foam (e.g., porous silicone foam) with a hardness less than a predetermined value to absorb the impact of the upper stop 200.

[0082] More specifically, according to the first embodiment of the present invention, the upper stop 200 is composed of a first pad 210 and a second point 220, wherein the first pad 210 is made of hard rubber with a hardness of more than a predetermined value and contacts the bottom surface of the valve housing 110 to close the second vent hole 112, and the second pad 220 is made of soft rubber or sponge foam with a hardness of less than a predetermined value and is attached to the bottom of the first pad 210 to absorb the impact when the first pad 210 hits the bottom surface of the valve housing 110.

[0083] Therefore, since the first pad 210 is made of hard rubber with a hardness of more than a predetermined value, the first pad 210 can be in close contact with the bottom of the valve housing 110 while sealing the second vent 112 in a way that maintains airtightness, and can continuously maintain the durability for performing the function of maintaining airtightness.

[0084] On the other hand, since the second pad 220 is made of soft rubber or sponge foam with a hardness less than a predetermined value, it can absorb the impact of the first pad 210 contacting the bottom of the valve housing 110.

[0085] Preferably, the thickness of the second pad 220 can be greater than that of the first pad 210 to maximize the impact absorption effect of the second pad 220, and the thickness of the second pad 220 can be adjusted according to the density of the material used.

[0086] For example, when the density of the sponge foam material is high, the compression amount decreases, thereby reducing the thickness of the second pad 220; and when the density of the sponge foam material is low, the compression amount increases, thereby increasing the thickness of the second pad 220.

[0087] Preferably, the outer diameter of the upper stop 200, i.e. the outer diameter of the first pad 210 and the second pad 220, can be formed to be smaller than the inner diameter of the upper groove 122 of the plunger 120. When the first pad 210 contacts the bottom of the valve housing 110, the second pad 220 can more easily shrink and deform to absorb the impact.

[0088] Therefore, when the current applied to the coil 114 is released for the closing operation of the solenoid valve 100, the plunger 120 rises due to the elastic restoring force of the return spring 140, and at the same time, the first pad 210 of the upper stop block 200 inserted into and installed in the upper groove 122 of the plunger 120 impacts the bottom surface of the valve housing 110 to close the second vent 112.

[0089] At this moment, when the first pad 210 closes the second vent 112 and impacts the bottom of the valve housing 110, the second pad 220 contracts and absorbs the impact, while reducing the impact noise.

[0090] At the same time, due to the impact cushioning function of the second pad 220, the first pad 210 gently adheres to the bottom of the valve housing 110, while sealing the second vent 112 in a way that maintains airtightness.

[0091] According to the first embodiment of the present invention as described above, by inserting and installing the upper stop 200 of the stacked first pad 210 and second pad 220 into the upper groove 122 of the plunger 120, the airtightness and durability of the upper stop can be improved, and the impact noise during the closing operation of the solenoid valve can be reduced.

[0092] Second embodiment

[0093] Figure 3 This is a cross-sectional view showing the operating noise cancellation device of the semi-active engine mount according to a second embodiment of the present invention.

[0094] According to a second embodiment of the present invention, in the construction of the solenoid valve 100, a multi-layer upper stop block 200 composed of a first pad 210, a second pad 220 and a third pad 230 is inserted into and installed in the upper groove 122 of the plunger 120, wherein the first pad 210 contacts the valve housing 110, the second pad 220 is attached to the bottom of the first pad 210 and is the same size as the first pad 210, and the third pad 230 is attached to the bottom of the second pad 220 and is the same size as the second pad 220.

[0095] For this purpose, the first pad 210, the second pad 220 and the third pad 230 are bonded to each other with a heat-resistant silicone double-sided tape or adhesive, and the bottom of the third pad 230 is bonded to the bottom surface of the upper groove 122 of the plunger 120 with a heat-resistant silicone double-sided tape or adhesive.

[0096] Specifically, the first pad 210 is made of soft rubber or sponge foam (e.g., porous silicone foam) with a hardness less than a predetermined value, the second pad 220 is made of hard rubber with a hardness greater than a predetermined value and is similar to the first pad 210, and the third pad 230 is also made of soft rubber or sponge foam with a hardness less than a predetermined value.

[0097] While the first pad 210 is in close contact with the bottom surface of the valve housing 110, it seals the second vent hole 112 in a way that maintains airtightness. Since the hardness of the second pad 220 is greater than that of the first pad 210 and the third pad 230, the first pad 210 is supported while maintaining the overall frame of the upper stop block 200 so that the first pad 210 can easily seal the second vent hole 112.

[0098] On the other hand, since the third pad 230 is made of soft rubber or sponge foam with a hardness less than a predetermined value, it can buffer the impact of the first pad 210 contacting the bottom of the valve housing 110.

[0099] Preferably, the thickness of the first pad 210 can be equal to or less than the thickness of the second pad 220, and the thickness of the third pad 230 can be thicker than the thickness of the first pad 210 and the second pad 220, so as to maximize the impact cushioning effect of the third pad 230, and the thickness of the third pad 230 can be adjusted according to the density of the material used.

[0100] For example, when the density of the sponge foam material is high, the compression amount decreases, thereby reducing the thickness of the third pad 230; and when the density of the sponge foam material is low, the compression amount increases, thereby increasing the thickness of the third pad 230.

[0101] Preferably, the outer diameter of the upper stop 200, i.e. the outer diameter of the first pad 210, the second pad 220 and the third pad 230, can be formed to be smaller than the inner diameter of the upper groove 122 of the plunger 120. When the first pad 210 contacts the bottom of the valve housing 110, the third pad 230 can more easily shrink and deform to absorb the impact.

[0102] Therefore, when the current applied to the coil 114 is released for the closing operation of the solenoid valve 100, the plunger 120 rises due to the elastic restoring force of the return spring 140, and at the same time, the first pad 210 of the upper stop block 200 inserted into and installed in the upper groove 122 of the plunger 120 impacts the bottom of the valve housing 110 to close the second vent 112.

[0103] At this moment, when the first pad 210 closes the second vent 112 and impacts the bottom of the valve housing 110, since the first pad 210 is made of soft rubber or sponge foam with a hardness less than a predetermined value, the first pad 210 contracts and gently adheres to the bottom of the valve housing 110 while absorbing the impact for the first time, and seals the second vent 112 in a way that maintains airtightness.

[0104] At the same time, the second pad 220 supports the first pad 210 so that the first pad 210 seals the second vent 112 in a way that maintains airtightness, and the third pad 230 absorbs the impact a second time.

[0105] According to the second embodiment of the present invention as described above, by inserting and installing the upper stop 200, which consists of stacked first pads 210, second pads 220 and third pads 230, into the upper groove 122 of the plunger 120, the airtightness and durability of the upper stop can be improved, and the impact noise during the closing operation of the solenoid valve can be reduced.

[0106] Third embodiment

[0107] Figure 4This is a cross-sectional view showing the operation noise cancellation device of the semi-active engine mount according to a third embodiment of the present invention.

[0108] The third embodiment of the present invention is characterized in that the stacking positions of the first pad 210 and the second pad 220 constituting the upper stop block 200 according to the first embodiment are changed.

[0109] That is, in the upper stop block 200 according to the third embodiment of the present invention, a first pad 210 made of hard rubber with a hardness of more than a predetermined value is located below, and a second pad 220 made of soft rubber or sponge foam (e.g., porous silicone foam) with a hardness of less than a predetermined value is stacked on top.

[0110] Therefore, the second pad 220, made of soft rubber or sponge foam with a hardness less than a predetermined value, contacts the valve housing 110 to seal the second vent 112.

[0111] Therefore, when the current applied to the coil 114 is released for the closing operation of the solenoid valve 100, the plunger 120 rises due to the elastic restoring force of the return spring 140, and at the same time, the second pad 220 of the upper stop block 200 inserted into and installed in the upper groove 122 of the plunger 120 impacts the bottom of the valve housing 110 to close the second vent 112.

[0112] At this moment, when the second pad 220 closes the second vent 112 and impacts the bottom of the valve housing 110, since the second pad 220 is made of soft rubber or sponge foam with a hardness less than a predetermined value, the second pad 220 absorbs the impact during the impact and reduces the impact noise.

[0113] At the same time, since the hardness of the first pad 210 is greater than that of the second pad 220, the second pad 220 is supported while maintaining the skeleton of the upper stop block 200 so that the second pad 220 can easily seal the second vent hole 112.

[0114] According to the third embodiment of the present invention as described above, even if the stacking position of the first pad 210 and the second pad 220 is changed, the airtightness and durability of the upper stop block can be improved, and the impact noise during the closing operation of the solenoid valve can be reduced.

[0115] Fourth embodiment

[0116] Figure 5 This is a cross-sectional view showing the operating noise cancellation device of the semi-active engine mount according to a fourth embodiment of the present invention.

[0117] Compared to the upper stop block 200 of the second embodiment, the structure of the first pad 210, the second pad 220 and the third pad 230 stacked in sequence in the fourth embodiment of the present invention is the same as that of the second embodiment. However, unlike the second embodiment, the fourth embodiment provides an upper stop block 200 in which the first pad 210 and the third pad 230 are made of hard rubber with a hardness of more than a predetermined value and the second pad 220 between the first pad 210 and the third pad 230 is made of soft rubber or sponge foam with a hardness of less than a predetermined value.

[0118] According to a fourth embodiment of the present invention, the first pad 210, which contacts the bottom of the valve housing 110, is made of hard rubber with a hardness of more than a predetermined value, the second pad 220 is made of soft rubber or sponge foam (e.g., porous silicone foam) with a hardness of less than a predetermined value, and similar to the first pad 210, the third pad 230 is also made of hard rubber with a hardness of more than a predetermined value.

[0119] Therefore, when the current applied to the coil 114 is released for the closing operation of the solenoid valve 100, the plunger 120 rises due to the elastic restoring force of the return spring 140, and at the same time, the first pad 210 of the upper stop block 200 inserted into and installed in the upper groove 122 of the plunger 120 impacts the bottom of the valve housing 110 to close the second vent 112.

[0120] At this time, since the first pad 210 is made of hard rubber with a hardness of more than a predetermined value, the first pad 210 is in close contact with the bottom of the valve housing 110 while sealing the second vent hole 112 in a way that can maintain airtightness. Since the second pad 220 is made of soft rubber or sponge foam with a hardness of less than a predetermined value, it can absorb the impact of the first pad 210 contacting the bottom of the valve housing 110. Since the third pad 230 is made of hard rubber with a hardness of more than a predetermined value, the third pad 230 serves as a support for the contraction effect of the second pad 220 absorbing the impact.

[0121] According to the fourth embodiment of the present invention as described above, by inserting and installing the upper stop 200, which consists of stacked first pads 210, second pads 220 and third pads 230, into the upper groove 122 of the plunger 120, the airtightness and durability of the upper stop can be improved, and the impact noise during the closing operation of the solenoid valve can be reduced.

[0122] Meanwhile, in addition to the multi-layer upper stop block 200 according to the first to fourth embodiments described above, such as Figures 6 to 10 As shown, cavitation 240 can be further formed in the plunger 120 or the upper stop 200 to further improve the impact absorption function of the upper stop.

[0123] ReferenceFigure 6 In addition to using the multi-layer upper block 200 according to the first to fourth embodiments described above, an upwardly recessed air cavity 240 may be further formed on the bottom surface of the upper block 200.

[0124] Preferably, the outer diameter of the air cavity 240 formed on the bottom surface of the upper stop 200 should be smaller than the outer diameter of the upper stop 200 to ensure the airtightness of the upper stop 200.

[0125] For example, similar to the first embodiment described above, an upper block 200 is stacked on top of a first pad 210 made of hard rubber with a hardness greater than a predetermined value and a second pad 220 made of soft rubber or sponge foam with a hardness less than a predetermined value, and an upwardly recessed air cavity 240 may be further formed on the bottom surface of the second pad 220.

[0126] Of course, even when the second pad 220, made of soft rubber or sponge foam with a hardness less than a predetermined value, is used as a single stop, an upwardly recessed air cavity 240 can be further formed on its bottom surface.

[0127] Therefore, while the first pad 210 is in close contact with the bottom of the valve housing 110, it seals the second vent 112 in a way that maintains airtightness, and the second pad 220 contracts and deforms to absorb the impact of the first pad 210 contacting the bottom surface of the valve housing 110. In addition, the air cavities 240 formed at the bottom of the second pad 220 also absorb the impact of the first pad 210 contacting the bottom surface of the valve housing 110.

[0128] Reference Figure 7 In addition to using the multi-layer upper stop block 200 according to the first to fourth embodiments described above, a downwardly recessed air cavity 240 may be further formed on the bottom surface of the upper groove 122 of the plunger 120.

[0129] Preferably, the outer diameter of the air cavity 240 formed on the bottom surface of the upper groove 122 should be smaller than the outer diameter of the upper stop 200 to ensure the airtightness of the upper stop 200.

[0130] For example, with the air cavity 240 formed on the bottom surface of the upper groove 122 of the plunger 120, as in the first embodiment described above, when the upper stop block 200, which is made of a first pad 210 with a hardness of more than a predetermined value and a second pad 220 with a hardness of less than a predetermined value, is inserted into the upper groove 122 of the plunger 120, the air cavity 240 is located on the bottom surface of the second pad 220.

[0131] Of course, when a cavity 240 is further formed on the bottom surface of the upper groove 122 of the plunger 120, a second pad 220 made of soft rubber or sponge foam with a hardness less than a predetermined value can be used as a single stop and inserted into the upper groove 122.

[0132] Therefore, while the first pad 210 is in close contact with the bottom of the valve housing 110, it seals the second vent 112 in a way that maintains airtightness, and the second pad 220 contracts and deforms to absorb the impact of the first pad 210 contacting the bottom surface of the valve housing 110. In addition, the air cavities 240 formed on the bottom surface of the upper groove 122 of the plunger 120 also absorb the impact of the first pad 210 contacting the bottom surface of the valve housing 110.

[0133] As described above, in addition to the impact absorption function of the second pad 220, the impact absorption function of the cavitation 240 is also realized, thus making it easier to reduce the impact noise during the closing operation of the solenoid valve.

[0134] Reference Figures 8 to 10 An air channel 250 communicating with the air cavity 240 can be further formed in the plunger 120 or the upper stop block 200, so that the air in the air cavity 240 can escape.

[0135] In one embodiment, such as Figure 8 As shown, an air passage 250 can be formed on the bottom surface of the upper groove 122 of the plunger 120, extending through the space where the return spring 140 is installed, to communicate with the air cavity 240 formed in the upper stop 200.

[0136] In another embodiment, such as Figure 9 As shown, an air passage 250 can be formed on the bottom surface of the air cavity 240 formed in the upper groove 122 of the plunger 120, extending through the space where the return spring 140 is installed.

[0137] In yet another embodiment, such as Figure 10 As shown, an air passage 250 can be further formed in the upper stop block 200, extending through the second vent hole 112 into the valve housing 110, to communicate with the air cavity 240 formed in the upper stop block 200.

[0138] As described above, by further forming an air passage 250 in the plunger 120 or the upper stop 200, when the cavitation 240 absorbs the impact of the upper stop 200 contacting the bottom surface of the valve housing 110, the air in the cavitation 240 can easily escape into the air passage 250, thus further ensuring the impact absorption and attenuation function of the upper stop 200.

[0139] Meanwhile, when current is applied to the coil 114 of the solenoid valve 100 and the plunger 120 descends, noise may be generated as the lower end of the plunger 120 strikes the core 130.

[0140] To solve this problem, in addition to the upper stop block 200 according to the first to fourth embodiments described above, such as Figure 11 As shown, a lower stop 300 can be further attached to the upper surface of the core 130 or the lower surface of the plunger 120 to eliminate the impact and noise of the lower end of the plunger 120 hitting the core 130.

[0141] Furthermore, without the upper stop 200, the lower stop 300 can be attached separately to the upper surface of the core 130 or the lower surface of the plunger 120.

[0142] Although the lower stop 300 can be made of a rubber material that is thinner than the distance between the plunger 120 and the core 130 in the closed state, when the thickness is increased to improve the shock absorption function, the distance the plunger 120 descends during the opening operation is reduced, and the vent hole communicating with the air chamber is not fully opened, so the dynamic characteristics may not change. On the other hand, when it is changed to a soft material to improve the shock absorption function, the distance the plunger 120 descends during the opening operation is increased, thereby increasing the distance the plunger 120 rises during the closing operation, thus increasing the kinetic energy of the plunger, and therefore potentially increasing the impact.

[0143] Therefore, unlike the upper stop 200, the lower stop 300 does not need to perform the function of maintaining airtightness. Therefore, the lower stop 300 is made of sponge foam (e.g., porous silicone foam) to perform shock absorption and noise reduction functions when the plunger 120 descends.

[0144] Preferably, the thickness of the lower stop 300 is greater than the thickness of the stop made of rubber material and less than or equal to a predetermined thickness, to ensure the stroke of the plunger 120 when it descends, that is, the stroke for fully opening the second vent 112 of the valve housing 110.

[0145] Of course, the thickness of the lower stop 300 can be adjusted according to the density of the foam material. When the density of the sponge foam material is high, the compression amount decreases, thereby reducing the thickness of the lower stop 300. Conversely, when the density of the sponge foam material is low, the compression amount increases, thereby increasing the thickness of the lower stop 300.

[0146] Reference Figure 11 The thickness T (T_before) of the lower stop 300 before compression is included within the distance D between the bottom surface of the plunger 120 and the upper surface of the core 130 before descent.

[0147] Therefore, the stroke of the plunger 120 during descent, i.e., the stroke for fully opening the second vent 112 of the valve housing 110, can be determined by subtracting the thickness T (T_after) of the compressed lower stop 300 from the distance D between the bottom surface of the plunger 120 and the upper surface of the core 130 before descent.

[0148] At this time, the shape of the lower stop 300 can be an annular shape that can avoid interference with the return spring 140, so as to ensure the elastic recovery function of the return spring 140.

[0149] Therefore, when current is applied to the coil 114 of the solenoid valve 110 and the plunger 120 descends, the lower end of the plunger 120 does not directly impact the core 130 but contacts the lower stop 300, thereby absorbing the impact and eliminating noise.

[0150] Preferably, when the density is low enough, the thickness T (T_before) of the lower stop before compression is equal to or slightly greater than the distance D between the bottom surface of the plunger 120 and the upper surface of the core 130, so that there is no gap between the plunger and the lower stop and between the lower stop and the core in the closed state, thereby minimizing the impact when the plunger descends.

[0151] In addition, similar to the upper stop 200, the lower stop 300 may be a multi-layer composite layer with two or three layers of pads made of different materials stacked together, or it may be a structure with air springs or air damping units such as cavitation.

[0152] For example, the air spring may be configured to form a groove in the core 130 and an air cavity at the bottom of the lower stop 300 made of rubber material, and the air damping unit may be configured to form a damping hole in the lower stop 300 that allows air to be discharged from the air cavity.

Claims

1. A noise cancellation device for a semi-active engine mount in a vehicle, characterized in that, include: An air chamber is formed inside the semi-active engine mount; as well as A solenoid valve is used to connect or isolate the air chamber from the atmosphere. The solenoid valve includes: a valve body configured to have a second vent hole communicating with an air chamber; a coil frame forming a plunger lifting channel in the center, and a coil wound around the outer periphery of the coil frame; a plunger disposed in the plunger lifting channel in a liftable manner to open and close the second vent hole of the valve body; a core mounted in the lower part of the plunger lifting channel; and a return spring disposed between the plunger and the core in a compressible manner. A multi-layered upper stop block consisting of two or more stacked pads is inserted and installed into an upper groove formed on the upper surface of the plunger to simultaneously improve the airtightness of the air chamber and reduce the impact noise during plunger lifting and lowering. Cavitation is further formed in the plunger or the upper stop block to enhance the impact absorption function of the upper stop block. An air channel communicating with the cavitation is further formed in the plunger or the upper stop block, allowing air to escape from the cavitation. The air passage is formed by extending from the bottom of the upper groove of the plunger into the space where the return spring is installed.

2. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 1, characterized in that, The upper stop block is composed of a first pad and a second pad, wherein, The first pad is made of hard rubber with a hardness exceeding a predetermined value and contacts the bottom surface of the valve housing to close the second vent. The second pad is made of soft rubber or sponge foam with a hardness less than a predetermined value and is attached to the bottom of the first pad to absorb the impact when the first pad hits the bottom surface of the valve housing.

3. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 1, characterized in that, The upper stop block is composed of a first pad, a second pad, and a third pad, wherein, The first pad is made of soft rubber or sponge foam with a hardness less than a predetermined value and contacts the bottom surface of the valve housing to close the second vent. The second pad is made of hard rubber with a hardness exceeding a predetermined value and is attached to the bottom of the first pad. The third pad is made of soft rubber or sponge foam with a hardness less than a predetermined value and is attached to the bottom of the second pad to absorb the impact when the first pad hits the bottom surface of the valve housing.

4. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 3, characterized in that, The second pad is made of hard rubber with a hardness of more than a predetermined value, and supports the first pad while maintaining the overall skeleton of the upper block and sealing the second vent hole with the first pad.

5. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 3, characterized in that, The first pad is made of soft rubber or sponge foam with a hardness less than a predetermined value, to absorb the impact when the first pad first contacts the bottom surface of the valve housing to close the second vent. The third pad is made of soft rubber or sponge foam with a hardness less than a predetermined value, so as to absorb the impact of the first pad hitting the bottom surface of the valve housing for a second time.

6. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 1, characterized in that, The upper stop block is composed of a second pad and a first pad, wherein, The second pad is made of soft rubber or sponge foam with a hardness less than a predetermined value, and contacts the bottom surface of the valve housing to close the second vent. The first pad is made of hard rubber with a hardness of more than a predetermined value and is attached to the bottom of the second pad to support the second pad when the second pad absorbs the impact of impacting the bottom surface of the valve housing.

7. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 1, characterized in that, The upper stop block is composed of a first pad, a second pad, and a third pad, wherein, The first pad is made of hard rubber with a hardness exceeding a predetermined value and contacts the bottom surface of the valve housing to close the second vent. The second pad is made of soft rubber or sponge foam with a hardness less than a predetermined value, and is attached to the bottom of the first pad to absorb the impact when the first pad strikes the bottom surface of the valve housing. The third pad is made of hard rubber with a hardness of more than a predetermined value and is attached to the bottom of the second pad.

8. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 7, characterized in that, The third pad is made of hard rubber with a hardness of more than a predetermined value, and is used as a support for the second pad to absorb the shrinkage effect of the impact.

9. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 1, characterized in that, The cavitation is formed by an upward indentation on the bottom surface of the upper block.

10. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 9, characterized in that, The outer diameter of the cavitation is made smaller than that of the upper baffle to ensure the upper baffle maintains its airtightness.

11. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 1, characterized in that, The cavitation is formed by a downward recess in the bottom surface of the upper groove of the plunger.

12. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 11, characterized in that, The outer diameter of the cavitation is made smaller than that of the upper baffle to ensure the upper baffle maintains its airtightness.

13. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 1, characterized in that, The air passage is formed through the upper stop block and extends into the second vent of the valve housing.

14. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 1, characterized in that, A lower stop is further attached to the upper surface of the core to eliminate the impact and noise of the plunger hitting the core as it descends.

15. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 14, characterized in that, The lower stop is made of foam to absorb impact and prevent noise when the plunger descends, and the lower stop is made in a ring shape to avoid interference with the return spring.

16. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 14, characterized in that, The thickness of the lower stop is such that the plunger's stroke during descent fully opens the second vent hole of the valve housing.

17. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 16, characterized in that, The stroke of the plunger during descent is determined by subtracting the thickness of the compressed lower stop from the distance between the bottom surface of the plunger and the top surface of the core before descent.

18. A noise cancellation device for a semi-active engine mount in a vehicle, characterized in that, include: An air chamber is formed inside the semi-active engine mount; as well as A solenoid valve is used to connect or isolate the air chamber from the atmosphere. The solenoid valve includes: a valve body configured to have a second vent hole communicating with an air chamber; a coil frame forming a plunger lifting channel in the center, and a coil wound around the outer periphery of the coil frame; a plunger disposed in the plunger lifting channel in a liftable manner to open and close the second vent hole of the valve body; a core mounted in the lower part of the plunger lifting channel; and a return spring disposed between the plunger and the core in a compressible manner. A lower stop block is attached to the upper surface of the core or the lower surface of the plunger to eliminate the impact and noise of the plunger striking the core as it descends. A cavitation cavitation and an air channel communicating with the cavitation cavitation are further formed in the plunger, allowing air to escape from the cavitation cavitation. The air passage is formed by extending from the bottom of the upper groove on the upper surface of the plunger into the space where the return spring is installed.

19. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 18, characterized in that, The lower stop is made of foam to absorb impact and prevent noise when the plunger descends, and the lower stop is made in a ring shape to avoid interference with the return spring.

20. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 18, characterized in that, The thickness of the lower stop is such that the plunger's stroke during descent fully opens the second vent hole of the valve housing.

21. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 20, characterized in that, The stroke of the plunger during descent is determined by subtracting the thickness of the compressed lower stop from the distance between the bottom surface of the plunger and the top surface of the core before descent.

22. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 18, characterized in that, The thickness of the lower stop is determined to be zero when the distance between the plunger and the lower stop and the distance between the lower stop and the core are zero in the closed state.

23. The operating noise cancellation device for a semi-active engine mount for a vehicle according to claim 18, characterized in that, The lower stop block is a multi-layer composite layer made of two or three layers of pads made of different materials, or it has a structure with air springs or air damping units.

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