Engine active mount and method of regulation

Abstract

The application belongs to the technical field of automobile engine suspension and specifically relates to an engine active suspension, which comprises a shell, a decoupling film assembly arranged in the shell and used for transmitting vibration energy from an engine, the decoupling film assembly comprising a decoupling film screw rod, an actuator mechanism arranged below the decoupling film assembly, the actuator mechanism comprising an output rod connected with the decoupling film screw rod and an actuator connected with the output rod through a force measuring base, wherein the engine active suspension further comprises strain assemblies distributed in the force measuring base and processing modules connected with the strain assemblies and the actuator respectively, the strain assemblies being configured to measure deformation amounts of the force measuring base and input the deformation amounts into the processing modules in the form of signals, so that the axial force of the actuator can be adjusted in real time.

Description

Technical Field

[0001] This invention relates to the field of automotive engine mounting technology, and more specifically to an active engine mounting system and its control method. Background Technology

[0002] Existing active suspension systems typically lack actuators with direct output force measurement structures. This makes it highly susceptible to issues with the control system, preventing it from achieving true force-based closed-loop control. Consequently, this results in low control accuracy, poor robustness, and insufficient adaptability to various operating conditions. Therefore, current force measurement schemes for active suspensions usually require the addition of independent sensors and multi-stage connection / transfer structures in the main force transmission path. This increases the number of connection interfaces, easily introducing assembly errors, gaps / friction, and inconsistencies in preload. Consequently, the force transmission path state fluctuates with operating conditions and assembly, leading to insufficient accuracy and consistency in output force measurement. Summary of the Invention

[0003] The purpose of this invention is to propose an active engine mounting and control method, which can measure the deformation of the force measuring base through a strain gauge to obtain the actual output axial force, and use a processing module to correct the deviation between the target axial force and the actual axial force in real time.

[0004] According to a first aspect of the invention, an active engine mount is provided, comprising a housing, A decoupling membrane assembly, disposed within the housing and used to transmit vibrational energy from the engine, includes a decoupling membrane screw. Suspended diaphragms respectively connected to the decoupling diaphragm screw and the housing, and An actuation mechanism is disposed below the decoupling membrane assembly. The actuation mechanism includes a force output rod connected to the decoupling membrane screw via a force measuring base, and an actuator that cooperates with the force output rod. The active engine mount also includes a strain gauge assembly distributed within the force measuring base, and a processing module connected to the strain gauge assembly and the actuator respectively. The strain gauge assembly is configured to measure the deformation of the force measuring base and input it into the processing module in the form of a signal, thereby correcting the axial force of the actuator in real time.

[0005] In one embodiment, a tension-sensitive region is formed on the lower end face of the force-measuring base, and a compression-sensitive region is formed on the side end of the force-measuring base. The strain gauge assembly includes at least two first strain gauges disposed in the tensile sensitive region and at least two second strain gauges disposed in the compressive sensitive region, wherein the first strain gauges and the second strain gauges are arranged alternately in the circumferential direction.

[0006] In one embodiment, the first strain gauge and the second strain gauge are connected in a Wheatstone bridge configuration.

[0007] In one embodiment, the active engine mount further includes a sealed anti-collision base fixed between the output rod and the force measuring base, and the processing module includes a PCB board embedded in the anti-collision base.

[0008] In one embodiment, the actuator includes a housing, a mover assembly disposed within the housing, and a stator assembly arranged around the mover assembly. The mover assembly includes a central iron block sleeved outside the output rod and permanent magnets disposed at both ends of the central iron block. The stator assembly includes a first coil. In this process, the first coil generates a magnetic field superimposed on the permanent magnet when energized, thereby forming a driving force opposite to the direction of movement of the output rod. The processing module is configured to compare the target axial force with the axial force measured by the strain component, thereby correcting the axial output of the actuator in real time.

[0009] In one embodiment, the mover assembly further includes silicon steel plates disposed at both ends of the permanent magnet, and a first mover cover plate and a second mover cover plate disposed at both ends of the silicon steel plates, wherein the first mover cover plate and the second mover cover plate are limited outside the output rod by a stepped surface.

[0010] In one embodiment, the active engine mount further includes an energy storage element connected to an external circuit, and a rectifier bridge and a converter arranged sequentially on the external circuit. When not powered on, the axial movement of the output rod changes the relative position of the magnetic field and the first coil, and changes the magnetic flux in the first coil to generate an induced electromotive force, thereby generating electrical energy and enabling the energy storage element to recover energy through an external circuit.

[0011] In one embodiment, the actuator includes an inner shell and an outer shell disposed below the housing, a suspended bottom diaphragm disposed at the upper end of the inner shell and connected to the output rod, a first inlet valve disposed on the inner shell for injecting hydraulic oil, and a control component connected to the first inlet valve. The two ends of the suspension base diaphragm are respectively sealed and connected to the inner shell and the output rod to form an inner liquid chamber. An outer liquid chamber is formed between the suspension diaphragm, the inner shell, and the suspension base diaphragm. The engine active suspension also includes a one-way valve connecting the inner liquid chamber and the outer liquid chamber. The control component is configured to adjust the liquid volume in the inner liquid chamber via the first inlet valve and the check valve, thereby changing the shape of the suspended bottom diaphragm to generate an axial force on the output rod.

[0012] In one embodiment, the active engine mount further includes a sensor for monitoring the motion state of the decoupling disc, and an oil outlet valve communicating with the external fluid chamber. The sensor, the one-way valve, and the oil outlet valve are all connected to the control component.

[0013] In one embodiment, the control component is configured as follows: When the sensor detects that the decoupling disk is moving downward, the first oil inlet valve is opened and the check valve is closed so that the suspended bottom diaphragm provides an upward force, thereby restoring the output rod to the equilibrium position, and the oil outlet valve is opened to balance the pressure difference between the inner liquid chamber and the outer liquid chamber; When the sensor detects that the decoupling disk is moving upward, the one-way valve is opened and the first oil inlet valve is closed so that the suspended bottom diaphragm provides a downward force, thereby restoring the output rod to the equilibrium position, and the oil outlet valve is opened to balance the pressure difference between the inner liquid chamber and the outer liquid chamber.

[0014] In one embodiment, a sealed chamber is formed between the isolation seat and the outer shell and the inner shell, and the control component and the first oil inlet valve are located in the sealed chamber.

[0015] In one embodiment, the active engine mount further includes an isolation seat disposed at the lower end of the inner housing and sealed to the outer housing, and a disassembly base plate disposed within the outer housing and used to seal the sealed chamber.

[0016] In one embodiment, the active engine mount further includes an engine connection section disposed on the housing and connected to the engine, and a rubber main spring disposed on the engine connection section. A liquid cavity is formed between the rubber main spring and the suspended diaphragm. The decoupling membrane assembly divides the liquid cavity into a first liquid cavity and a second liquid cavity. An annular channel for controlling the liquid flow rate is formed between the decoupling membrane assembly and the housing. The annular channel is connected to the first liquid cavity and the second liquid cavity respectively.

[0017] According to a second aspect of the present invention, a method for controlling an engine active suspension as described above is provided, comprising the following steps: The vibrational energy from the engine is transmitted through the decoupling membrane assembly and acts on the output rod. The magnetic field is superimposed on the permanent magnet through the first coil, thereby forming a driving force opposite to the direction of the output rod's movement. The axial force is measured by a strain gauge, and the target axial force is compared with the measured axial force by a processing module, thereby correcting the axial output of the actuator in real time.

[0018] Compared with the prior art, the advantages of the present invention are as follows: This application places a force-measuring base between the output ends of the actuator and arranges strain gauge components in the sensitive area of ​​the force-measuring base, thus placing the force-measuring base in the main transmission path of the actuator's output axial force. This allows for direct, real-time detection of the actual output axial force of the actuator through the strain gauge components, providing true force feedback to the control system. This application can provide feedback based on the actual output force, and the processing module can correct the deviation between the target axial force and the actual axial force in real time, thereby improving the output force control accuracy, dynamic tracking performance, and robustness and adaptability to uncertainties such as temperature rise, magnetic circuit changes, structural aging, and operating condition differences. This application integrates the force measurement function with the actuator structure, reducing the need for independent sensors and multi-level connection / transfer structures required by traditional external force sensor solutions. This reduces the impact of assembly errors, gaps / friction, and inconsistencies in preload on the force transmission path state and measurement results, further improving the accuracy, consistency, and repeatability of output force measurement, and enhancing the long-term stability and reliability of the system under vibration, shock, and electromagnetic interference environments. This application achieves high-precision and high-reliability force measurement without significantly affecting the stiffness and dynamic performance of the actuator. It can provide accurate feedback signals for the closed-loop force control of the actuator and has the advantages of compact structure, high measurement accuracy and strong anti-interference ability. Attached Figure Description

[0019] The invention will now be described in detail with reference to the accompanying drawings, in which: Figure 1 The schematic illustration shows a first embodiment of the active engine suspension according to the present invention; Figure 2 for Figure 1 A partial view; Figure 3 This schematically illustrates the principle of measuring and controlling the axial force of the actuator according to the present invention; Figure 4 This shows the first state after the magnetic field is superimposed when the coil is energized in the first embodiment; Figure 5 This shows the second state after the magnetic fields are superimposed when the coil is energized in the first embodiment; Figure 6 This shows the first state of the magnetic field in the first embodiment when the coil is not energized; Figure 7 This shows the second state of the magnetic field in the first embodiment when the coil is not energized; Figure 8 This is a flowchart of the process in the first embodiment; Figure 9 The illustration schematically shows a second embodiment of the active engine suspension according to the present invention.

[0020] In the accompanying drawings, the same parts use the same reference numerals. The drawings are not drawn to scale. Detailed Implementation

[0021] To make the technical solutions and advantages of the present invention clearer, exemplary embodiments of the present invention will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not an exhaustive list of all embodiments. Furthermore, without conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0022] In the description of this invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0023] In this invention, unless otherwise explicitly specified and limited, the terms “installation,” “connection,” “linking,” “fixing,” etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components.

[0024] Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0025] The invention will now be further described with reference to the accompanying drawings.

[0026] In this invention Figures 1-8 The first embodiment is disclosed.

[0027] like Figure 1 As shown, the present invention provides an active engine mount including a housing, which is divided into an upper housing 11 and a lower housing 12. The active engine mount also includes an engine connection section 61 disposed within the upper housing 11 and connected to the engine, a rubber main spring 62 disposed within the upper housing 11 and fixed to the engine connection section 61, a decoupling diaphragm assembly disposed within the lower housing 12, and an actuation mechanism disposed below the decoupling diaphragm assembly. Thus, the vibration energy of the engine can be transmitted from top to bottom sequentially through the engine connection section 61, the rubber main spring 62, and the decoupling diaphragm assembly to the output rod 31 of the actuation mechanism.

[0028] In such Figure 1In the illustrated embodiment, the active engine suspension further includes a suspension diaphragm 204 connected to the output rod 31 and the housing, respectively. A liquid cavity is formed between the rubber main spring 62 and the suspension diaphragm 204. The decoupling membrane assembly divides the liquid cavity into a first liquid cavity 601 and a second liquid cavity 602. An annular channel 603 for controlling the liquid flow is formed between the decoupling membrane assembly and the housing. The annular channel 603 communicates with both the first liquid cavity 601 and the second liquid cavity 602. The decoupling membrane assembly in this invention can be used in conjunction with the first liquid cavity 101 and the second liquid cavity 102 to provide a damping effect, thereby effectively absorbing a portion of the vibration energy transmitted downwards by the engine connection section 61.

[0029] In such Figure 1 In the first embodiment shown, the actuation mechanism includes a force-measuring base 32 (see...) Figure 1 The output rod 31 is connected to the decoupling membrane screw 36 of the decoupling membrane assembly, and an actuator is used in conjunction with the output rod 31. The actuator includes a housing 13, a mover assembly concentrically arranged within the housing 13, and a stator assembly arranged around the mover assembly. Preferably, the output rod 31 is partially embedded in the mover assembly, so that the two can move synchronously.

[0030] In this invention, the mover assembly includes a central iron block 41 outside the output rod 31, permanent magnets 42 at the upper and lower ends of the central iron block 41, and silicon steel plates 43 at the upper and lower ends of the permanent magnets 42. The stator assembly includes a first coil 50 sleeved outside the mover assembly and a magnetic yoke 51 arranged around the first coil 50, with the magnetic yoke 51 sealed to the mover assembly and the outer casing 13. In other embodiments, the magnetic yoke 51 may be arranged outside the first coil 50 in different ways. In this invention, a gap exists between the stator assembly and the mover assembly.

[0031] When energized, the magnetic field generated by the first coil 50 forms a continuous upper and lower magnetic path through the two silicon steel plates 43 and the central iron block 41. Since the permanent magnet 42 already possesses a magnetic field in its initial state, the magnetic fields generated by the first coil 50 and the permanent magnet 42 will superimpose, thereby altering the distribution of magnetic flux in the upper and lower air gaps. This causes the magnetic attraction forces F1 and F2 acting on the mover assembly to become unequal. Consequently, a magnetic force difference is formed axially. This difference will act as an effective working force on the mover assembly, generating a driving force opposite to the direction of movement of the output rod 31, which is further used to apply axial active control force to the external system.

[0032] In such Figure 1In the illustrated embodiment, the mover assembly further includes a first mover cover plate 401 and a second mover cover plate 402 respectively disposed at the upper and lower ends of the silicon steel plate 43. Preferably, both the first mover cover plate 401 and the second mover cover plate 402 are provided with steps extending radially inward. The first mover cover plate 401 and the second mover cover plate 402 are limited to the outside of the output rod 31 by the steps, thereby enabling the mover assembly and the output rod 31 to achieve synchronous axial reciprocating motion, and the mover assembly moves axially relative to the stator under the action of the output rod 31. Preferably, the second mover cover plate 402 is fixed to the output rod 31 by a locking nut, thereby improving the robustness and stability of the first mover cover plate 401, the second mover cover plate 402, and the output rod 31.

[0033] In existing active suspension systems, actuators typically lack a direct output force measurement structure, making it difficult for the control system to directly acquire the actuator's true axial output force. Therefore, this application incorporates a strain gauge assembly and a processing module connected to the strain gauge assembly and actuator within the force-measuring base 32. When the actuator outputs axial force during active vibration damping, it causes a slight deformation in the force-measuring base 32. This application can then convert the deformation of the force-measuring base 32 into a millivolt-level electrical signal via the strain gauge assembly. This signal, generated by the strain gauge assembly, is then connected to the PCB board 33 (see [link to PCB board 33]). Figure 2 (The PCB board contains signal processing circuits such as excitation, amplification, filtering / sampling), so that the output can be sent to the upper controller of the processing module through the PCB board 33, thereby effectively correcting the actuator.

[0034] In such Figure 2 In the illustrated embodiment, a deformation-sensitive region is provided at the lower part of the force-measuring base 32. Specifically, a tension-sensitive region is formed on the lower end face of the force-measuring base 32, while a compression-sensitive region is formed on the side end of the force-measuring base 32. The strain gauge assembly in this application includes at least two first strain gauges 301 disposed in the tension-sensitive region and at least two second strain gauges 302 disposed in the compression-sensitive region. Preferably, both the first strain gauges 301 and the second strain gauges 302 are fixed / attached to the force-measuring base 32.

[0035] In this invention, the first strain gauge 301 and the second strain gauge 302 are arranged alternately along the circumference, and are connected in a Wheatstone bridge configuration. This arrangement allows the tensile and compressive strains caused by the target load to be fully superimposed and output in the bridge circuit, while also ensuring high sensitivity, good temperature compensation capability, and strong anti-interference capability. In a specific embodiment, two first strain gauges 301 and two second strain gauges 302 are each used, specifically arranged as a two-tension, two-compression full-bridge structure.

[0036] The transmission path of the active engine mount in this application should be: actuator → output rod 31 → force measuring base 32 (inner ring under force) → force measuring base 32 (outer ring connected to decoupling related components: decoupling disc 21, rubber diaphragm 22, etc. via decoupling diaphragm screw 36 / nut clamp) → forming a reaction force support closed loop in the mount diaphragm 204 / outer shell 13, etc.

[0037] In such Figure 2 In the illustrated embodiment, the active engine mount further includes a shock-absorbing base 35 sealed between the output rod 31 and the force measuring base 32. The processing module includes a PCB board 33 laterally embedded in the shock-absorbing base 35, and a signal processing circuit that works in conjunction with the PCB board 33. Preferably, both the shock-absorbing base 35 and the PCB board 33 are constructed as annular structures, and the shock-absorbing base 35 can be sealed onto the outer wall of the output rod 31. The shock-absorbing base 35 in this application can effectively limit the force and collision on the PCB board 33 caused by assembly compression / impact, further ensuring the stability and reliability of the force measuring signal.

[0038] This application places a force-measuring base 32 between the output ends of the actuator and arranges strain gauge components in the sensitive area of ​​the force-measuring base 32, thereby placing the force-measuring base 32 in the main transmission path of the actuator's output axial force. This allows for direct, real-time detection of the actual output axial force of the actuator through the strain gauge components, providing true force feedback to the control system. This application can provide feedback based on the actual output force, and the processing module can correct the deviation between the target axial force and the actual axial force in real time, thereby improving the output force control accuracy, dynamic tracking performance, and robustness and adaptability to uncertainties such as temperature rise, magnetic circuit changes, structural aging, and operating condition differences. For example, this application can employ... Figure 3 The PID (feedback controller) shown can compare the target axial force Fd with the measured axial force Fa to obtain the error e(t). The PID generates the coil current command u(t) through the outer force loop. The power amplifier adopts a current closed loop, samples the coil current and drives the coil to make i(t) track u(t), so that the actual output force tracks the target force.

[0039] In such Figure 1 In the illustrated embodiment, the active engine suspension further includes a suspension diaphragm 204 connected to the output rod 31 and the housing, respectively. A liquid cavity is formed between the rubber main spring 62 and the suspension diaphragm 204. The decoupling membrane assembly divides the liquid cavity into a first liquid cavity 601 and a second liquid cavity 602. An annular channel 603 for controlling the liquid flow is formed between the decoupling membrane assembly and the housing. The annular channel 603 communicates with both the first liquid cavity 601 and the second liquid cavity 602. The decoupling membrane assembly in this invention can be used in conjunction with the first liquid cavity 101 and the second liquid cavity 102 to provide a damping effect, thereby effectively absorbing a portion of the vibration energy transmitted downwards by the engine connection section 61.

[0040] In this invention, the decoupling membrane assembly includes a decoupling disk 21 disposed on the output rod 31, and a decoupling membrane screw 36 concentrically arranged within the decoupling disk 21. The decoupling membrane screw 36 is threadedly connected to the outer ring of the force measuring base 32 to achieve the application of axial clamping / reaction force (the connection between the two is, for example, threaded fastening or flange clamping). In this way, the axial force applied by the actuator can form repeatable small elastic deformation on the force measuring base 32, which helps in subsequent measurement and correction work.

[0041] In such Figure 1 In the illustrated embodiment, the decoupling membrane assembly includes at least two supports sleeved around the decoupling disk 21, and a rubber diaphragm 22 disposed at the junction of the decoupling disk 21 and the supports. Preferably, the two supports include a first support plate 231 and a second support plate 232 fixedly connected to each other, and a first liquid chamber 601 is located above the decoupling disk 21 and the first support plate 231, and a second liquid chamber 602 is located below the decoupling disk 21 and the second support plate 232.

[0042] In this invention, the vibrational energy transmitted downward by the rubber main spring 62 can act on the decoupling disk 21 through the magnetorheological fluid, and thus can be transmitted downward to the output rod 31 through the decoupling disk 21. Preferably, the decoupling disk 21 and the suspended diaphragm 204 are limited on the output rod 11 by a nut, and the suspended diaphragm 204 and the decoupling disk 21 will produce the same movement.

[0043] In this invention, an annular channel 603 for controlling the flow of liquid is formed between the bracket and the lower housing 12. The annular channel 603 is connected to the first liquid chamber 601 and the second liquid chamber 602 respectively. Since the cross-sectional area of ​​the magnetorheological fluid decreases when it passes through the annular channel 603, the liquid in the first liquid chamber 601 and the second liquid chamber 601 will have a damping effect when it flows through the annular channel 603, thereby absorbing part of the vibration energy transmitted downward by the engine connecting section 61 and the rubber main spring 62, so as to achieve the passive vibration reduction function.

[0044] In such Figure 1 In the illustrated embodiment, the decoupling membrane assembly further includes a second control coil 24 filled inside the side ends of the first support plate 231 and the second support plate 232. In the passive operating state, the second control coil 24 is not energized and the magnetorheological fluid is in a default rheological state. The engine vibration energy is attenuated through the hydraulic coupling between the rubber main spring 62 and the first liquid chamber 601 and the second liquid chamber 602 to achieve passive vibration reduction. After the second control coil 24 is energized, the magnetic field it generates acts on the magnetorheological fluid to change the rheological properties of the magnetorheological fluid, thereby changing the equivalent damping of the channel between the first liquid chamber 601 and the second liquid chamber 602 to achieve a semi-active adjustment function.

[0045] Preferably, the load-bearing path of the mount is still borne by the main rubber spring 63 and the passive hydraulic structural part, the structural forms of the decoupling disc 21 and the rubber diaphragm 22 remain unchanged, and the continuous adjustment of the mount damping parameters is realized only by adjusting the damping characteristics of the magnetorheological fluid. This semi-active adjustment process does not introduce active energy output and only changes system parameters, so the mount still maintains a stable and reliable passive vibration damping capability when the active system is not enabled or fails.

[0046] The active mount system in the prior art has low overall energy utilization rate, and the active mount system imposes a heavy load on the vehicle power supply. Therefore, the present application has both active vibration damping and passive vibration damping. When the active vibration damping function is utilized, the axial movement path of the force output rod 31 can be effectively controlled; when the passive vibration damping is utilized, not only the axial movement path of the force output rod 31 can be effectively controlled, but also energy recovery and reuse can be realized, thereby improving the energy utilization rate of the engine active mount of the present application.

[0047] The present invention can collect vibration indexes, and selectively activate the active vibration damping mode or the passive vibration damping mode according to the vibration indexes. The vibration indexes are collected in real time (preferentially using acceleration RMS or peak value, and displacement / velocity RMS can also be used), and stable vibration amplitude A is obtained through band-pass filtering and sliding window calculation. Two levels of thresholds Aon>Aoff are set: when A>Aon and the duration exceeds the minimum holding time ton, the system enters the active vibration damping mode (executing a controller such as PID / LQR / acceleration feedback), and performs ramp limiting on the control output upon entry to avoid secondary impact caused by sudden applied force; when A<Aoff and the duration reaches toff, the system exits the active vibration damping mode and returns to the passive mode, and at the same time, the active control output is smoothly attenuated to zero. Through "hysteresis threshold, duration, and smooth criterion output (ramp / limiting)", frequent jitter switching near the threshold can be effectively avoided, and system stability and comfort can be improved.

[0048] In the Figures 4-5 illustrated energized state, that is, the active vibration damping stage. The magnetic field generated by the first coil 50 forms a through upper and lower magnetic path via the two silicon steel plates 43, 44 and the middle iron block 41, and the permanent magnet 42 has a magnetic field in the initial state, so the magnetic field generated by the first coil 50 and the magnetic field generated by the permanent magnet 42 will be superimposed, thereby changing the distribution of magnetic flux in the upper and lower air gaps, so that the magnetic attraction forces F1 and F2 acting on the mover assembly are no longer equal. As a result, a magnetic force difference is formed in the axial direction, and this difference will act as an effective acting force on the mover assembly, thereby forming a driving force opposite to the movement direction of the force output rod 31, which is further used to apply an axial active control force to the external system.

[0049] In the Figures 6-7The diagram shows the unpowered state, i.e., the passive damping stage. Engine vibration is transmitted to the frame / body through the mounting bracket, causing the output rod 31 to reciprocate axially, which in turn drives the mover assembly to move axially relative to the stator. According to Lenz's law, when a moving magnetic field moves near a coil, the coil will generate a magnetic field that causes it to move in the opposite direction, that is, an induced (back) electromotive force will be generated in the coil, thus forming a current in the external circuit. However, when an external energy storage element (such as a battery) is connected, the current in the first coil 50 interacts with the magnetic field to generate an electromagnetic damping force. This force hinders the movement of the mover assembly, further providing a passive damping effect on the output rod 31.

[0050] Simultaneously, energy recovery is possible under passive vibration damping conditions. Since the output rod 31 can convert the engine's vibration energy into axial reciprocating motion, it can drive the stator assembly to cut the magnetic field lines of the first coil 50 and the yoke 51, thereby generating electrical energy which enters the energy storage element 73 through an external circuit for energy recovery. In this invention, the energy recovered by the energy storage element 73 can directly supplement the power supply to the first coil 50 under active vibration damping conditions.

[0051] In such Figure 8 In the illustrated embodiment, the active engine mount also includes an energy storage element 73 connected to an external circuit for recovering induced current, and a rectifier bridge and a converter (such as a DC-DC converter) arranged sequentially on the external circuit. The rectifier bridge converts alternating current to direct current; the converter adjusts the voltage to allow the electrical energy to match the energy storage element more quickly, thereby improving energy recovery efficiency.

[0052] In such Figures 6-7 In the described embodiment, the axial reciprocating motion of the output rod 31 can cut the magnetic field lines of the first coil 50 and the magnetic yoke 51, thereby generating alternating current (AC) which is then converted into direct current (DC) by a rectifier bridge. The voltage is then adjusted to match the electrical energy with the energy storage element 73 and charge it. During active vibration reduction, the recovered electrical energy can be applied to the electromagnetic actuator in the form of DC through a corresponding drive circuit to achieve the technical effect of energy recovery and reuse.

[0053] Part of the working process in this embodiment is as follows: If the active vibration damping mode is selected, the electromagnetic actuator needs to be energized. The magnetic field generated by the first coil 50 forms a continuous upper and lower magnetic path through the two silicon steel plates 43 and 44 and the central iron block 41. Since the permanent magnet 42 has a magnetic field in the initial state, the magnetic field generated by the first coil 50 and the magnetic field generated by the permanent magnet 42 will be superimposed, thereby changing the distribution of magnetic flux in the upper and lower air gaps, so that the magnetic attraction forces F1 and F2 acting on the mover assembly are no longer equal. As a result, a magnetic force difference will be formed in the axial direction. This difference will act as an effective driving force on the mover assembly, thereby forming a driving force opposite to the direction of movement of the output rod 31, which is further used to apply axial active control force to the external system.

[0054] If the passive vibration damping mode is selected, the electromagnetic actuator can be left unpowered. Since the output rod 31 can convert the engine's vibration energy into axial reciprocating motion, it can drive the mover assembly to move axially relative to the stator. According to Lenz's law, when a moving magnetic field moves near a coil, the coil generates a magnetic field that causes it to move in the opposite direction, meaning an induced (back) electromotive force is generated in the coil, thus forming a current in the external circuit. However, when an external energy storage element (such as a battery) is connected, the current in the first coil 50 interacts with the magnetic field to generate an electromagnetic damping force. This force hinders the movement of the mover assembly, further providing a passive damping effect on the output rod 31. Simultaneously, under passive vibration damping conditions, the output rod 31's moving-stator assembly cuts the induction lines of the first coil 50 and the magnetic yoke 51, thereby generating electrical energy which is then recovered through the external circuit into the energy storage element.

[0055] Preferably, during active vibration reduction, the recovered electrical energy can be applied to the electromagnetic actuator in the form of direct current through the corresponding drive circuit to achieve the technical effect of energy recovery and reuse.

[0056] This invention allows for the selective activation of active or passive vibration damping based on collected vibration indicators, ensuring efficient utilization of overall energy in the active engine mount system. Furthermore, it enables simultaneous vibration energy recovery during passive damping, converting some of the vibration energy that would otherwise be consumed by damping or actuators into electrical energy for storage or direct use. The recovered electrical energy can also power the active mount control system, sensors, or other low-voltage electrical components in the vehicle, effectively reducing the overall energy consumption of the active mount system, alleviating the burden on the vehicle's power supply system, and demonstrating significant energy-saving effects and engineering application value.

[0057] The following describes the control method for active engine suspension based on the above-described embodiment (taking the first embodiment as an example), including the following: First, the vibration energy of the engine can be transmitted from top to bottom through the engine connecting section 61, the rubber main spring 62, and the decoupling diaphragm assembly to the output rod 31 of the actuation mechanism.

[0058] Then, when the first coil 50 is energized, it generates a magnetic field superimposed on the permanent magnet 42, thereby forming a driving force opposite to the direction of movement of the output rod 31, so as to cause a slight deformation in the sensitive area of ​​the force measuring base 32.

[0059] Subsequently, the deformation of the force measuring base 32 is converted into a millivolt-level electrical signal by the strain gauge assembly. This electrical signal is generated by the strain gauge assembly and then connected to the PCB board 33, thereby outputting to the upper controller of the processing module.

[0060] Finally, the processing module compares the deviation between the target axial force and the measured axial force, and adjusts and corrects the actuator's axial output in real time.

[0061] This application enables direct, real-time detection of the actual output axial force of the actuator, providing real force feedback to the control system. The processing module corrects the deviation between the target axial force and the actual axial force in real time, thereby improving output force control accuracy, dynamic tracking performance, and robustness and adaptability to uncertainties such as temperature rise, magnetic circuit changes, structural aging, and operating condition differences.

[0062] This application places a force-measuring base 32 between the output ends of the actuator and arranges strain gauge components in the sensitive area of ​​the force-measuring base 32, thereby placing the force-measuring base 32 in the main transmission path of the actuator's output axial force. This allows for direct, real-time detection of the actual output axial force of the actuator through the strain gauge components, providing true force feedback to the control system. This application can provide feedback based on the true output force, and the processing module can correct the deviation between the target axial force and the actual axial force in real time, thereby improving the output force control accuracy, dynamic tracking performance, and robustness and adaptability to uncertainties such as temperature rise, magnetic circuit changes, structural aging, and operating condition differences. This application integrates the force measurement function with the actuator structure, reducing the need for independent sensors and multi-level connection / transfer structures required by traditional external force sensor solutions. This reduces the impact of assembly errors, gaps / friction, and inconsistencies in preload on the force transmission path state and measurement results, further improving the accuracy, consistency, and repeatability of output force measurement, and enhancing the long-term stability and reliability of the system under vibration, shock, and electromagnetic interference environments. This application achieves high-precision and high-reliability force measurement without significantly affecting the stiffness and dynamic performance of the actuator. It can provide accurate feedback signals for the closed-loop force control of the actuator and has the advantages of compact structure, high measurement accuracy and strong anti-interference ability.

[0063] In this invention Figure 9The second embodiment has been disclosed. The same structure as the first embodiment will not be described again. Only the parts that are different from the first embodiment will be described below.

[0064] like Figure 9 As shown, the present invention provides an active engine suspension system comprising an outer shell 101 fixedly mounted below a housing, a vibration damping mechanism disposed within the outer shell 101, and a control assembly 109. The outer shell 101 and the housing 201 are bolted together to form a closed structure. The vibration damping mechanism includes an inner shell 102 concentrically arranged within the outer shell 101, a suspension base diaphragm 103 disposed at the upper end of the inner shell 102, and a first oil inlet valve 104 disposed on the inner shell 102. The control assembly 109 is connected to the first oil inlet valve 104 to control its opening and closing timing. Preferably, a static seal is achieved between the housing and the outer shell 101 via a sealing ring to improve the accuracy of subsequent control of pressure changes in the inner fluid chamber 111.

[0065] In this invention, the two ends of the suspended bottom membrane 103 are respectively pressed onto the output rod 208 and the inner shell 102, and the two ends of the suspended bottom membrane 103 are respectively sealed to the output rod 208 and the inner shell 102, thereby forming an inner liquid chamber 111 between the suspended bottom membrane 103 and the inner shell 102, and an outer liquid chamber 112 is formed between the outer shell 101, the suspended middle diaphragm 204, the inner shell 102 and the suspended bottom membrane 103.

[0066] To achieve real-time pressure regulation in the inner fluid chamber 111, the engine active suspension also includes a one-way valve 105 disposed on the inner housing 102 and connecting the inner fluid chamber 111 to the outer fluid chamber 112, and an oil outlet valve 113 disposed on the outer housing 101 and communicating with the outer fluid chamber 112. Preferably, both the one-way valve 105 and the oil outlet valve 113 are connected to the control component 109. Therefore, the control component 109 in this application can regulate the real-time fluid volume of the inner fluid chamber 111 through the first oil inlet valve 104 and the one-way valve 105, thereby changing the shape of the suspension base diaphragm 103 (e.g., convex upwards or concave downwards) to generate an axial force on the output rod 208, further realizing the active vibration damping function.

[0067] Meanwhile, the pressure of the outer liquid chamber 112 can be adjusted in real time through the oil outlet valve 113 during the above process, thereby reducing the pressure difference between the outer liquid chamber 112 and the inner liquid chamber 111, and further ensuring that the suspended bottom membrane 103 can always be in a balanced state.

[0068] In this invention, the suspended bottom diaphragm 103 is a flexible diaphragm structure, and its two ends are fixedly mounted on the output rod 208 and the inner shell 102, respectively. Therefore, the suspended bottom diaphragm 103 can form a flexible, non-slip hydraulic boundary between the inner liquid chamber 111 and the outer liquid chamber 112. Thus, the deformation of the suspended bottom diaphragm 103 generates an axial force on the output rod 208, further achieving active vibration reduction. It is worth noting that the suspended middle diaphragm 204 has a structure similar to the suspended bottom diaphragm 103, and can also achieve passive vibration reduction in the actual vibration reduction process.

[0069] In such Figure 9 In the embodiment shown, the active engine mount also includes a sensor for monitoring the motion state of the decoupling disc 21, and the sensor is connected to the control component 109.

[0070] When the sensor detects that the decoupling disk 21 is moving downwards, the control component 109 opens the first oil inlet valve 104 and closes the one-way valve 105 to cause the suspended bottom diaphragm 103 to deform and bulge upwards, thereby providing an upward force to restore the output rod 208 to its equilibrium position. At the same time, the oil outlet valve 113 is opened to balance the pressure difference between the inner liquid chamber 111 and the outer liquid chamber 112. Therefore, this method not only makes it easier to maintain the suspended bottom diaphragm 103 in its deformed state, but also effectively protects the suspended bottom diaphragm 103 by reducing the pressure difference.

[0071] When the sensor detects that the decoupling disk 21 is moving upward, the control component 109 opens the one-way valve 105 and closes the first oil inlet valve 104, causing the suspended bottom diaphragm 103 to deform downward, thereby providing a downward force to restore the output rod 208 to its equilibrium position. Simultaneously, the oil outlet valve 113 is opened to balance the pressure difference between the inner liquid chamber 111 and the outer liquid chamber 112. Similarly, this method not only makes it easier to maintain the suspended bottom diaphragm 103 in its deformed state but also effectively protects the suspended bottom diaphragm 103 by reducing the pressure difference.

[0072] In such Figure 9In the illustrated embodiment, a second inlet valve 114 communicating with the outer liquid chamber 112 is also provided on the outer casing 101. Before using the device, some preparation work needs to be done. First, the check valve 105 needs to be opened and the outlet valve 113 closed. Hydraulic oil is injected into the inner liquid chamber 111 through the first inlet valve 104. At this time, the hydraulic oil in the inner liquid chamber 111 will flow directly to the outer liquid chamber 112 until the inner liquid chamber 111 is full (the outer liquid chamber 112 is not yet full), at which point the check valve 105 is closed. Then, hydraulic oil is filled into the outer liquid chamber 112 through the second inlet valve 114. During this process, appropriate hydraulic oil still needs to be injected into the inner liquid chamber 111 through the first inlet valve 104 to ensure that the suspended bottom diaphragm 103 is in a balanced state after the two liquid chambers are filled.

[0073] In this invention, the hydraulic energy required for active vibration damping is provided by an external high-pressure pump station. Hydraulic oil enters the inner fluid chamber 111 through the first inlet valve 104 and regulates its internal pressure, thereby causing the suspension base diaphragm 103 to deform and generate an axial force on the output rod 208. Therefore, during the active vibration damping operation, the engine active suspension generates an axial force on the output rod 208 only by modulating the internal pressure of the inner fluid chamber 111 and causing the suspension base diaphragm 103 to deform, and does not participate in the static load bearing of the suspension, nor does it change the main force transmission path of the rubber main spring 203 and the passive hydraulic structure.

[0074] In such Figure 9 In the illustrated embodiment, the active engine mount further includes an isolation seat 106 disposed at the lower end of the inner housing 102 and sealed to the outer housing 101, and a disassembly base plate 108 disposed within the outer housing 101 for sealing the enclosed chamber 107. Preferably, an enclosed chamber 107 is formed between the isolation seat 106 and the outer housing 101 and the inner housing 102, and the control assembly 109 and the first oil inlet valve 104 are located within the enclosed chamber 107.

[0075] Part of the working process in this embodiment is as follows: Step 1: Determine the motion state of the decoupling disk 21 using sensors; Step 2: When active vibration reduction is required, the control component adjusts the hydraulic pressure of the inner fluid chamber 111 by selectively opening or closing the oil inlet valve 104 and the check valve 105, thereby changing the shape of the suspended bottom diaphragm 103 to generate an axial force on the output rod 208. Step 3: When active vibration reduction is not required, the pressure difference between the inner liquid chamber 111 and the outer liquid chamber 112 is adjusted by the control component to bring the suspended bottom membrane 103 into a balanced state.

[0076] Before the first step, some preparatory work needs to be done. First, open the one-way valve 105 and close the outlet valve 113. Inject hydraulic oil into the inner liquid chamber 111 through the first inlet valve 104. At this time, the hydraulic oil in the inner liquid chamber 111 will flow directly into the outer liquid chamber 112 until the inner liquid chamber 111 is full (the outer liquid chamber 112 is not yet full). Then close the one-way valve 105. Then fill the outer liquid chamber 112 with hydraulic oil through the second inlet valve 114. During this process, it is still necessary to inject appropriate hydraulic oil into the inner liquid chamber 111 through the first inlet valve 104 to ensure that the suspended bottom diaphragm 103 can be in a balanced state after the two liquid chambers are filled.

[0077] In the second step, when the sensor detects that the decoupling disk 21 moves downward, the control component 109 opens the first oil inlet valve 104 and closes the one-way valve 105 to deform the suspended bottom diaphragm 103 so that it bulges upward, thereby providing an upward force to restore the output rod 208 to its equilibrium position. Simultaneously, the oil outlet valve 113 is opened to balance the pressure difference between the inner liquid chamber 111 and the outer liquid chamber 112. Therefore, this method not only makes it easier to maintain the suspended bottom diaphragm 103 in its deformed state but also effectively protects it by reducing the pressure difference. When the sensor detects that the decoupling disk 21 moves upward, the control component 109 opens the one-way valve 105 and closes the first oil inlet valve 104 to deform the suspended bottom diaphragm 103 so that it concaves downward, thereby providing a downward force to restore the output rod 208 to its equilibrium position. Simultaneously, the oil outlet valve 113 is opened to balance the pressure difference between the inner liquid chamber 111 and the outer liquid chamber 112. Similarly, this method not only makes it easier to maintain the deformed state of the suspended bottom membrane 103, but also effectively protects the suspended bottom membrane 103 by reducing the pressure difference.

[0078] During maintenance and disassembly, it is necessary to ensure that the check valve 105 and the outlet valve 113 remain open, which is conducive to draining the internal hydraulic oil of the inner fluid chamber 111 and the outer fluid chamber 112.

[0079] This invention achieves active control functionality without increasing the dimensions of the engine mount or altering the original mounting interface, and boasts advantages such as compact structure and ease of vehicle integration. The active engine mount of this invention employs an integrated layout and a single-piece structure, effectively reducing the number of external pipes and connectors, thereby improving system reliability and making it more suitable for engineering and mass production applications. This active engine mount transforms the dynamic seal in existing devices into a flexible isolation seal, thus fundamentally solving the three major technical challenges of wear, friction, and vibration transmission. This invention utilizes liquid energy transfer to achieve spatial distribution of power and heat, allowing the heat source to be located away from the mount body. This is more beneficial for thermal management and long-term performance stability under automotive-grade conditions compared to the localized heat concentration of coils in existing electromagnetic actuators.

[0080] The above are merely preferred embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Those skilled in the art can easily make changes or modifications within the scope of the present invention, and such changes or modifications should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An active engine mount, comprising: case, A decoupling membrane assembly disposed within the housing and used to transmit vibrational energy from the engine, the decoupling membrane assembly including a decoupling membrane screw (36). Suspended diaphragms (204) are respectively connected to the decoupling diaphragm screw (36) and the housing, and An actuation mechanism is disposed below the decoupling membrane assembly. The actuation mechanism includes an output rod connected to the decoupling membrane screw (36) via a force measuring base (32), and an actuator that cooperates with the output rod. The active engine mount also includes a strain gauge assembly distributed within the force measuring base (32), and a processing module connected to the strain gauge assembly and the actuator respectively. The strain gauge assembly is configured to measure the deformation of the force measuring base (32) and input it into the processing module in the form of a signal, thereby correcting the axial force of the actuator in real time.

2. The active engine mount according to claim 1, characterized in that, A tension-sensitive area is formed on the lower end face of the force-measuring base (32), and a compression-sensitive area is formed on the side end of the force-measuring base (32). The strain assembly includes at least two first strain gauges (301) disposed in the tensile sensitive region and at least two second strain gauges (302) disposed in the compressive sensitive region, wherein the first strain gauges (301) and the second strain gauges (302) are arranged alternately in the circumferential direction.

3. The active engine mount according to claim 2, characterized in that, The first strain gauge (301) and the second strain gauge (302) are connected by a Wheatstone bridge.

4. The active engine mount according to claim 3, characterized in that, The active engine suspension also includes a sealed anti-collision base (35) fixed between the output rod and the force measuring base (32), and the processing module includes a PCB board (33) embedded in the anti-collision base (35).

5. The active engine mount according to any one of claims 1 to 4, characterized in that, The actuator includes a housing, a mover assembly disposed within the housing, and a stator assembly arranged around the mover assembly. The mover assembly includes a central iron block (41) sleeved outside the output rod and permanent magnets (42) disposed at both ends of the central iron block (41). The stator assembly includes a first coil (50). In this process, the first coil (50) generates a magnetic field superimposed on the permanent magnet (42) when energized, thereby forming a driving force opposite to the direction of movement of the output rod. The processing module is configured to compare the target axial force with the axial force measured by the strain component, thereby correcting the axial output of the actuator in real time.

6. The active engine mount according to claim 5, characterized in that, The mover assembly also includes silicon steel plates (43) disposed at both ends of the permanent magnet (42), and a first mover cover plate (401) and a second mover cover plate (402) disposed at both ends of the silicon steel plates (43), wherein the first mover cover plate (401) and the second mover cover plate (402) are limited outside the output rod by a stepped surface.

7. The active engine mount according to claim 6, characterized in that, The active engine mount also includes an energy storage element (73) connected to an external circuit, and a rectifier bridge and a converter arranged sequentially on the external circuit. When not powered on, the axial movement of the output rod causes a change in the relative position of the magnetic field and the first coil (50), and causes a change in the magnetic flux in the first coil (50) to generate an induced electromotive force, thereby generating electrical energy and enabling the energy storage element (73) to recover energy through an external circuit.

8. The active engine mount according to any one of claims 1 to 4, characterized in that, The actuator includes an inner shell (102) and an outer shell disposed below the housing, a suspended bottom diaphragm (103) disposed at the upper end of the inner shell (102) and connected to the output rod, a first oil inlet valve (104) disposed on the inner shell (102) and used for injecting hydraulic oil, and a control component (109) connected to the first oil inlet valve (104). The two ends of the suspension bottom diaphragm (103) are respectively sealed to the inner shell (102) and the output rod to form an inner liquid chamber (111). The suspension middle diaphragm (204) forms an outer liquid chamber (112) between the inner shell (102) and the suspension bottom diaphragm (103). The active engine suspension also includes a one-way valve (105) connecting the inner liquid chamber (111) and the outer liquid chamber (112). The control component is configured to adjust the liquid volume in the inner liquid chamber (111) via the first inlet valve (104) and the one-way valve (105), thereby generating an axial force on the output rod by changing the shape of the suspended bottom diaphragm (103).

9. The active engine mount according to claim 8, characterized in that, The active engine mount also includes a sensor for monitoring the motion state of the decoupling disc (21) and an oil outlet valve (113) connected to the outer liquid chamber (112). The sensor, the one-way valve (105) and the oil outlet valve (113) are all connected to the control assembly.

10. The active engine mount according to claim 9, characterized in that, The control component is configured such that: When the sensor detects that the decoupling disk is moving downward, the first oil inlet valve (104) is opened and the one-way valve (105) is closed so that the suspended bottom diaphragm (103) provides an upward force, thereby restoring the output rod to the equilibrium position, and the oil outlet valve (113) is opened to balance the pressure difference between the inner liquid chamber (111) and the outer liquid chamber (112); When the sensor detects that the decoupling disk moves upward, the one-way valve (105) is opened and the first oil inlet valve (104) is closed so that the suspended bottom diaphragm (103) provides a downward force, thereby restoring the output rod to the equilibrium position, and the oil outlet valve (113) is opened to balance the pressure difference between the inner liquid chamber (111) and the outer liquid chamber (112).

11. The active engine mount according to claim 10, characterized in that, A sealed chamber (107) is formed between the isolation seat (106) and the outer shell and the inner shell (102), and the control component and the first oil inlet valve (104) are located in the sealed chamber (107).

12. The active engine mount according to claim 11, characterized in that, The active engine suspension also includes an isolation seat (106) disposed at the lower end of the inner housing (102) and sealed to the outer housing, and a disassembly base plate (108) disposed inside the outer housing and used to seal the sealed chamber (107).

13. The active engine mount according to any one of claims 1 to 4, characterized in that, The active engine mount also includes an engine connection section (61) disposed on the housing and connected to the engine, and a rubber main spring (62) disposed on the engine connection section (61). A liquid cavity is formed between the rubber main spring (62) and the suspended diaphragm (204). The decoupling membrane assembly divides the liquid cavity into a first liquid cavity (601) and a second liquid cavity (602). An annular channel (603) for controlling the liquid flow rate is formed between the decoupling membrane assembly and the housing. The annular channel (603) is connected to the first liquid cavity (601) and the second liquid cavity (602) respectively.

14. A method for controlling active engine suspension according to any one of claims 1 to 13, comprising the following steps: The vibrational energy from the engine is transmitted through the decoupling membrane assembly and acts on the output rod. The magnetic field is superimposed between the first coil (50) and the permanent magnet (42), thereby forming a driving force opposite to the direction of the output rod's movement. The axial force is measured by a strain gauge, and the target axial force is compared with the measured axial force by a processing module, thereby correcting the axial output of the actuator in real time.

Images