Hydraulic decoupled engine mount system

Abstract

This utility model relates to a hydraulic decoupling engine mounting system, which solves the inherent contradictions of traditional rubber mounts. It includes a rubber main spring [2], a decoupling disc [7], and a rubber decoupling membrane [4]. The rubber main spring [2] is vulcanized with metal. The space enclosed by the upper surface of the rubber main spring [2] and the decoupling disc [7] is the upper liquid chamber [3]. A throttling disc [6] is installed in the upper liquid chamber [3]. The space enclosed by the lower surface of the rubber main spring [2], the decoupling disc [7], and the rubber bottom membrane [9] is the lower liquid chamber [8]. The upper liquid chamber [3] and the lower liquid chamber [8] are connected by an inertial channel [5]. The inertial channel [5] is an annular liquid channel. The decoupling membrane [4] is installed in the inertial channel [5] and sleeved on the decoupling disc [7]. The decoupling membrane [4] can move up and down, and the stroke is determined by the thickness of the decoupling disc body [7]. The "low-frequency high damping and high-frequency low stiffness characteristics" of this utility model make its performance far superior to that of traditional rubber suspensions, making it one of the key technologies for improving the NVH performance of modern automobiles.

Description

Technical Field

[0001] This utility model relates to a suspension system, specifically a hydraulically decoupled engine mounting system. Background Technology

[0002] As a crucial vibration isolation component of the vehicle, the engine mount system must attenuate the excitation from the engine during vehicle operation and control the displacement of the powertrain when subjected to large road impacts. Therefore, the mount is required to provide low stiffness and low damping under high-frequency, low-amplitude conditions, and high stiffness and high damping under low-frequency, high-amplitude conditions. This characteristic makes hydraulic mount systems superior in vibration reduction and noise control. Rubber mount systems exhibit dynamic hardening, meaning their dynamic stiffness increases at high frequencies, which is detrimental to high-frequency vibration isolation and noise control. In contrast, hydraulic mount systems perform better at high frequencies. Furthermore, hydraulic mount systems can provide the required stiffness and damping according to different operating conditions, similar to the working principle of active suspension, making them more adaptable to complex conditions. Rubber mount systems cannot provide this flexible adjustment capability.

[0003] While traditional rubber suspension systems used in heavy-duty trucks are simple in structure and inexpensive, they have an inherent performance contradiction: to isolate high-frequency vibrations, the suspension needs to be "soft" (low dynamic stiffness). To control large swaying (such as engine swaying during acceleration and braking), the suspension needs to be "hard" (high damping). The stiffness and damping of ordinary rubber suspensions are fixed and coupled, making it impossible to simultaneously meet these two conflicting needs. As a result, uncomfortable vibrations are easily transmitted to the cab. Utility Model Content

[0004] This utility model of hydraulic engine suspension achieves frequency-selective damping by adding a liquid chamber, damping channel, and liquid to the rubber main spring, thus perfectly solving the above-mentioned contradictions.

[0005] This utility model is achieved through the following technical solution:

[0006] A hydraulic decoupling engine mounting system includes a rubber main spring [2], a decoupling disc [7], and a rubber decoupling diaphragm [4]. The rubber main spring [2] is vulcanized with metal. The space enclosed by the upper surface of the rubber main spring [2] and the decoupling disc [7] is an upper liquid chamber [3]. A throttle disc [6] is installed in the upper liquid chamber [3]. The space enclosed by the lower surface of the rubber main spring [2], the decoupling disc [7], and the rubber bottom diaphragm [9] is a lower liquid chamber [8]. The upper liquid chamber [3] and the lower liquid chamber [8] are connected by an inertial channel [5]. The inertial channel [5] is an annular liquid channel. The decoupling diaphragm [4] is installed in the inertial channel [5] and fitted on the decoupling disc [7]. The decoupling diaphragm [4] can move up and down. The stroke is determined by the thickness of the decoupling disc body [7]. The rubber main spring [2] is connected to the powertrain by connecting bolts [1]. The outer ring of the rubber main spring [2] is connected to the car frame by an annular support.

[0007] This utility model's decoupled hydraulic suspension system, through the matching design of mechanical decoupling and hydraulic damping, exhibits "low-frequency high damping and high-frequency low stiffness characteristics" that make its performance far superior to traditional rubber suspensions during wide-frequency vibration control, making it one of the key technologies for improving the NVH performance of modern automobiles. Attached Figure Description

[0008] Figure 1 Cross-sectional view of the structure of this utility model. Detailed Implementation

[0009] The hydraulic suspension of this utility model mainly consists of a rubber main spring [2], a decoupling disc [7], a rubber decoupling diaphragm [4], an inertial channel [5], and other structures. The cross-sectional view of the suspension is shown in the figure below. Figure 1 As shown. The rubber main spring [2] is vulcanized with metal. The space enclosed by the main spring structure and the upper surface of the decoupling disk [7] is the upper liquid chamber [3]. There is also a throttling disk [6] structure in the upper liquid chamber [3]. The space enclosed by the main spring structure, the lower surface of the decoupling disk [7], and the rubber bottom membrane [9] is the lower liquid chamber [8]. The upper liquid chamber [3] and the lower liquid chamber [8] are connected by an inertial channel [5]. The inertial channel [5] is an annular liquid channel with two channel openings that are connected to the upper liquid chamber [3] and the lower liquid chamber [8] respectively. The upper liquid chamber [3] and the lower liquid chamber [8] are separated by a decoupling membrane [4]. The decoupling membrane [4] is a rubber disk structure with a certain stroke, which is fitted on the decoupling disk [7]. Its stroke is determined by the thickness of the decoupling disk body [7]. In terms of connection, the powertrain is generally connected by connecting bolts [1], and the outer ring of the rubber main spring [2] is connected to the car frame through an annular support.

[0010] Some components of the hydraulic decoupling suspension utilize mature products, effectively improving development efficiency and reducing risks. Simultaneously, its manufacturing process employs mature existing technologies, making it simple and reliable to manufacture.

Claims

1. A hydraulic decoupled engine mount system characterized by: It includes a rubber main spring [2], a decoupling disk [7] and a rubber decoupling membrane [4]. The rubber main spring [2] is vulcanized with metal. The space enclosed by the upper surface of the rubber main spring [2] and the decoupling disk [7] is the upper liquid chamber [3]. A throttling disk [6] is installed in the upper liquid chamber [3]. The space enclosed by the lower surface of the rubber main spring [2], the decoupling disk [7] and the rubber bottom membrane [9] is the lower liquid chamber [8]. The upper liquid chamber [3] and the lower liquid chamber [8] are connected by an inertial channel [5]. The inertial channel [5] is an annular liquid channel. The decoupling membrane [4] is installed in the inertial channel [5] and sleeved on the decoupling disk [7]. The decoupling membrane [4] can move up and down. The stroke is determined by the thickness of the decoupling disk body [7]. The rubber main spring [2] is connected to the powertrain. The outer ring of the rubber main spring [2] is connected to the car frame.

2. A hydraulic decoupler engine mount system as set forth in claim 1 wherein: The rubber main spring [2] is connected to the powertrain via connecting bolts [1].

3. A hydraulic decoupler engine mount system as set forth in claim 1 wherein: The outer ring of the rubber main spring [2] is connected to the car frame through a ring-shaped support.

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