(19)
(11)EP 3 287 662 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
26.06.2019 Bulletin 2019/26

(21)Application number: 17154995.9

(22)Date of filing:  07.02.2017
(51)International Patent Classification (IPC): 
F16F 13/20(2006.01)
B60K 5/12(2006.01)
F16F 13/26(2006.01)

(54)

HYDRAULIC ENGINE MOUNT WITH TWO CHANNELS

HYDRAULISCHES MOTORLAGER MIT ZWEI KANÄLEN

SUPPORT DE MOTEUR HYDRAULIQUE POURVU DE DEUX CANAUX


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 26.08.2016 KR 20160109510

(43)Date of publication of application:
28.02.2018 Bulletin 2018/09

(73)Proprietor: DTR Co., Ltd.
Gyeongsangnam-do 50567 (KR)

(72)Inventor:
  • JO, Woo Seon
    50604 Gyeongsangnam-do (KR)

(74)Representative: Gritschneder, Sebastian et al
Abitz & Partner Patentanwälte mbB Arabellastraße 17
81925 München
81925 München (DE)


(56)References cited: : 
JP-A- H10 103 401
US-A1- 2002 163 112
US-A1- 2012 049 424
JP-A- S62 127 539
US-A1- 2005 258 581
US-A1- 2015 377 317
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    [Field of Technology]



    [0001] The present invention relates to a hydraulic engine mount, more specifically to an improvement of a hydraulic engine mount, controlling the peak damping frequency and controlling the damping property according to the operation states of a vehicle by closing and opening a flow path between an upper fluid chamber and a lower fluid chamber.

    [Background of Invention]



    [0002] In general, the low dynamic stiffness of engine mount is good for the idle state or low-speed driving of a vehicle, and the large dynamic stiffness of engine mount is good for a highspeed driving.

    [0003] The conventional hydraulic engine mount has a housing sealed with liquid at a lower portion of a rubber elastic body performing a first shock-absorbing function. The inside of the housing is divided into a top fluid chamber and a bottom fluid chamber by a dividing means installed therein, and in the dividing means is formed one fluid-moving channel through which fluid can move between the bottom fluid chamber and the top fluid chamber. By changing the dynamic stiffness of engine mount through opening and closing of the fluid-moving channel it enables to reduce vibrations of frequency range generated from the engine during an idle state or low-speed driving and vibrations of frequency range generated from the engine during an highspeed driving as effectively according to frequency as possible, but it could not make peak damping around two corresponding frequency ranges.

    [0004] Especially, an engine mount is being developed, which can reduce vibration more efficiently in each corresponding frequency by changing the dynamic stiffness of the engine mount through opening and closing the one fluid-moving channel or the air track connected with the atmosphere in an ignition mode (7∼8Hz) and the rough road driving mode (11∼13Hz) in a vehicle having a function of stop/start, but an engine mount has not been developed yet, which has an excellent damping property in both the ignition mode (7∼8Hz) and the rough road driving mode (11∼13Hz).

    [0005] Since the above conventional engine mount has only one fluid-moving channel, it is impossible to make a large variation of peak damping frequency according to opening and closing of the fluid-moving path. That is, the conventional engine mount cannot reduce vibration efficiently in each of different modes, and cannot form peak damping frequency ranges tuned accurately to the frequency corresponding to the ignition mode (7∼8Hz) and the rough road driving mode (11∼13Hz). Thus the conventional engine mount compromises fittingly in evaluating a vehicle and developing process of engine mount, and sets the peak damping frequencies to 8Hz and 10Hz or 9Hz and 11Hz, for example. Therefore, the conventional engine mount achieves some vibration reduction effect in a single mode, but the vibration reduction capability in other modes is decreased.

    [0006] Also, since the conventional engine mount has only one fluid-moving path and thus performs the damping function only with states of closing and opening upper and lower fluid chambers completely, it is difficult to have it perform peak damping according to various frequency ranges. Document US 2015/0377317 A1 discloses a hydraulic engine mount controlled with two solenoids.

    [0007] Document JP H10 103401 A discloses a hydraulic engine with a switching control arrangement based on a rotary valve.

    [Description]


    [Problems to Solve]



    [0008] An object of the invention is to provide a hydraulic engine mount, which can reduce vibration effectively in each of different driving states having a large frequency differences by tuning to different frequency ranges from different driving states in order to make the peak damping frequency change large.

    [0009] Another object of the invention is to provide a hydraulic engine mount, in which the peak damping in the ignition mode occurs at 8Hz and the peak damping in the rough road driving mode occurs at 12Hz.

    [0010] Still another object of the invention is to provide a hydraulic engine mount, which can provide an excellent damping force in a frequency range where the conventional engine mount could not provide a good damping by giving a change in dynamic stiffness in a state of connecting upper and lower fluid chambers so that the dynamic stiffness can be changed in a state that one channel or all two channels are opened.

    [0011] Still another object of the invention is to provide a hydraulic engine mount, in which resonance due to inertia track can occur at two different frequency ranges.

    [0012] Still another object of the invention is to provide a hydraulic engine mount, which has an efficient damping structure.

    [Solutions to Problem]



    [0013] A hydraulic engine mount with two channels according to the invention has a dividing means for dividing an inner space of a housing into an upper fluid chamber and a lower fluid chamber and forming a channel for moving fluid between the upper fluid chamber and the lower fluid chamber, and the hydraulic engine mount comprises: a first channel forming a first path of the dividing means and providing a moving channel of fluid between the upper fluid chamber and the lower fluid chamber; a second channel forming a second path of the dividing means and providing a moving channel of fluid between the upper fluid chamber and the lower fluid chamber; and a solenoid device installed in the housing and having a first solenoid valve body for opening and closing the second channel.

    [0014] According to the invention, the dividing means forms an air chamber below a membrane, which is connected to an external atmosphere through the membrane installed on a top surface, and the solenoid device comprises a second solenoid valve body for opening and closing an entrance of the air chamber.

    [0015] According to the invention, the first solenoid valve body and the second solenoid valve body are connected to each other through an axle so that the second channel and the entrance of the air chamber are opened and closed at the same time by an operation of the solenoid device.

    [0016] The dividing means comprises: a main body portion including a valve-installing portion to which each of end portions of the first solenoid valve body and the second solenoid valve body is inserted and installed, a spiral groove for forming the first channel spirally along an edge of the top surface, and a through-hole penetrating upwards and downwards through an edge and forming the entrance of the second channel; a second channel-forming member installed on a bottom surface of the main body portion, connected with the through-hole, and forming the second channel along an edge of the bottom surface of the main body portion; a membrane forming the air chamber by covering the top surface of the main body portion; and a cover plate forming the first channel by covering the spiral groove and having a hole, through which fluid in the upper fluid chamber passes, at a central portion.

    [0017] According to the invention, a pair of groove members are formed along an edge of the second channel-forming member so as to face each other in a direction of up and down.

    [0018] If the first solenoid valve body and the second solenoid valve body close the second channel and the air chamber the fluid operates through the first channel generating the peak damping at a first frequency range of relatively low frequencies and maintains the closed state of the air chamber so as to increase damping force, wherein if the first solenoid valve body and the second solenoid valve body open the second channel and the air chamber the fluid operates through the first and second channels generating the peak damping at a second frequency range of relatively high frequencies so as to reduce damping force.

    [0019] Preferably, the first frequency range is 7 ∼ 8Hz and the second frequency range is 11 ∼ 12Hz.

    [Effects of Invention]



    [0020] The conventional engine mount has nearly same value of peak damping frequency according to opening and closing of one fluid-moving channel between top and bottom fluid chambers. And since the conventional engine mount has a peak damping frequency mainly at 10∼12Hz, it has an effect to reduce vibration in a rough road condition only.

    [0021] In contrast, since it has two fluid-moving channels according to the invention, the engine mount has different peak damping frequencies, reducing vibration effectively in both of the ignition mode and the rough road mode, and since the driver encounters the ignition mode frequently during a city driving especially in a vehicle having the stop/start function, the performance in noise, vibration, and harshness (NVH) can be improved.

    [0022] According to the invention, it has two fluid-moving channels and one of the two channels and the air chamber can be opened and closed together, so that the degree of change of the peak damping frequency according to whether the solenoid device is operated or not is much larger than that of the prior arts, and thus the engine mount according to the invention can reduce vibration effectively in both of the range of 7∼8Hz that is generated at the time of the ignition mode and the range of 11∼13Hz that is generated at the time of driving in a rough road.

    [0023] Also, according to the invention, since it can open and close the second channel and the air chamber at the same time using one solenoid device and does not have to use two solenoid devices, the structure is simple and the manufacturing cost is not increased much.

    [Brief Description of Drawings]



    [0024] 

    Fig. 1 is a perspective view showing a hydraulic engine mount with two channels according to the invention;

    Fig. 2 is a perspective view viewed from a bottom surface of the engine mount of Fig. 1;

    Fig. 3 is an exploded perspective view of the engine mount of Fig. 1;

    Fig. 4 is an exploded perspective view viewed from a bottom surface;

    Fig. 5 is a perspective view showing a state that an engine mount with two channels according to the invention is installed in a vehicle frame;

    Fig. 6 is a partially cross-sectional perspective view showing a partial vertical cross-sectional state along I-I of Fig. 1;

    Fig. 7 is a partially cross-sectional plan view along J-J of Fig. 1;

    Fig. 8 is a partially vertical cross-sectional perspective view showing an airway;

    Fig. 9 is a graph showing a change of damping force in on/off state according to the frequency change in each specific input magnitude in terms of phase angle, (a) is about an engine mount with two channels according to the invention, and (b) is about a conventional engine mount with a single channel; and

    Fig. 10 shows a change of dynamic stiffness according to frequency change in each specific input amplitude, (a) is about an engine mount with two channels according to the invention, and (b) is about a conventional engine mount with a single channel.


    [Detailed Description of Embodiments of Invention]



    [0025] Below, preferable embodiments of the invention are going to described referring to the attached drawings.
    Fig. 1 is a perspective view showing a hydraulic engine mount with two channels according to the invention, Fig. 2 is a perspective view viewed from a bottom surface of the engine mount of Fig. 1, Fig. 3 is an exploded perspective view of the engine mount of Fig. 1, Fig. 4 is an exploded perspective view viewed from a bottom surface, Fig. 5 is a perspective view showing a state that an engine mount with two channels according to the invention is installed in a vehicle frame, Fig. 6 is a partially cross-sectional perspective view showing a partial vertical cross-sectional state along I-I of Fig. 1, Fig. 7 is a partially cross-sectional plan view along J-J of Fig. 1, and Fig. 8 is a partially vertical cross-sectional perspective view showing an airway.

    [0026] Referring to Figs. 1 to 8, a hydraulic engine mount with two channels (100) comprises a diaphragm (110) disposed at a bottom side, made of rubber, and forming a lower fluid chamber (L1), an upper rubber body (120) for forming an upper fluid chamber (L2), a stopper body (123) installed in a hole (121) at an upper central portion of the upper rubber body (120), a dividing means (130) installed between the diaphragm (110) and the upper rubber body (120), and dividing the upper fluid chamber (L2) and the lower fluid chamber (L1) up and down, and providing channel for fluid-moving between the two fluid chambers, a housing (150) for receiving and protecting the above components, and a solenoid device (160) installed at a side of the housing (150) and configured for opening and closing the channel.

    [0027] Major features of the invention against prior arts are the dividing means (130) and the solenoid device (160). Before describing them in detail, the housing (150) is going to be described briefly as follows.

    [0028] The housing (150) includes a lower case (152) with fixing protrusion (151) formed for fixing to the frame (FR) at a lower surface and an upper case (156) for installing bolt (B) and washer (W) for fixing an engine in the top central portion. Also the upper case (156) includes an upper case main body (157) enclosing an exterior surface of the upper rubber body (120), a connecting body (153) engaging a bottom end of the upper rubber body (120) in the upper case main body (157) and enclosing the dividing means (130) and having a bottom end connected with the lower case (152), and a cap (158) installed with bolt (B) and the like at a top central portion for fixing the engine and combined to the top side portion of the upper case main body (157).

    [0029] The dividing means (130), one of the major features of the invention, is formed along a first path and provides a first channel (C1) for providing a moving path of fluid between the upper fluid chamber (L2) and the lower fluid chamber (L1) and a second channel (C2) formed along a second path and providing a moving path of fluid between the upper fluid chamber (L2) and the lower fluid chamber (L1).

    [0030] The solenoid device (160) installed in the housing (150) has a first solenoid valve body (161) for opening and closing the second channel (C2).

    [0031] Also, the dividing means (130) forms an air chamber (AC) connected with the external atmosphere below a membrane (MB) through the membrane installed on a top surface, and the solenoid device (160) has a second solenoid valve body (162) for opening and closing the entrance of the air chamber (AC).

    [0032] As described in the above, the first solenoid valve body (161) and the second solenoid valve body (162) are connected to each other through the axle (163), so that the second channel (C2) and the entrance (132) of the air chamber (AC) are opened or closed at the same time through the operation of the one solenoid device (160).

    [0033] Since the invention opens and closes the second channel (C2) and the air chamber (AC) at the same time with the one solenoid device (160), the operation of the solenoid device (160) can make the peak damping frequency change by much more than conventional ones.

    [0034] The dividing means (130) as in the above provides a main body portion (130a) of a shape of cylinder overall and the membrane (MB) installed on the top surface.

    [0035] Preferably, the main body portion (130a) is made of metal, and at the side surface thereof are formed valve-installing portions (133, 134) to which end portions of the first solenoid valve body (161) and the second solenoid valve body (162) are inserted and installed respectively. Also, on a top surface of the main body portion (130a) is formed a spiral groove (G1) spirally along a perimeter for forming the first channel (C1), and a through-hole (135) forming an entrance of the second channel (C2) is formed so as to penetrate an edge up and down.

    [0036] And in the main body portion (130a) is formed a chamber groove (G2) so as to form the air chamber (AC) connected with the external atmosphere below the membrane (MB) through the membrane (MB) installed on the top surface, and the chamber groove (G2) is connected with the entrance (132) of the air chamber (AC) through airway formed in the main body portion (130a). The membrane (MB) covers the top surface of the main body portion (130a) and forms the air chamber (AC) together with the chamber groove (G2). The entrance (132) of the air chamber (AC) is opened and closed by the second solenoid valve body (162).

    [0037] The dividing means (130) provides a second channel-forming member (136). The second channel-forming member (136) is installed on a bottom surface of the main body portion (130a). The second channel-forming member (136) is connected with the through-hole (135) and forms the second channel (C2) formed along the perimeter of the bottom surface. Such a second channel-forming member (136) is preferably formed by combining a pair of groove members (136a, 136b) formed with grooves along the perimeter so as to face each other up and down. The second channel-forming member (136) may be made of plastic suitably.

    [0038] The dividing means (130) provides a cover plate (137). The cover plate (137) covers the spiral groove (G1) and forms the first channel (C1), so that a hole (H) is formed at the central portion, enabling fluid in the upper fluid chamber (L2) to pass therethrough.

    [0039] In the hydraulic engine mount with two channels (100) having the above structure according to the invention, if the first solenoid valve body (161) and the second solenoid valve body (162) close the second channel (C2) and the air chamber (AC) at the same time through the solenoid device (160), the fluid operates through the first channel (C1) only, and the air chamber (AC) is closed, generating the peak damping at the first frequency range of low frequencies 7∼8Hz. In a state that the second channel (C2) is closed, if the air chamber (AC) is also closed, the damping force of the hydraulic engine mount with two channels (100) is increased further.

    [0040] If the first solenoid valve body (161) and the second solenoid valve body (162) open the second channel (C2) and the air chamber (AC) through the operation of the solenoid device (160), the fluid operates through the first channel (C1) and the second channel (C2) and the air chamber (AC) is opened, generating the peak damping in the second frequency range of relatively higher frequencies 11∼12Hz than the first frequency range, and the damping force is reduced further due to the opening of the air chamber (AC).

    [0041] That is, in the hydraulic engine mount with two channels (100) according to the invention, since the peak damping occurs in the first frequency range of relatively low frequencies 7∼8Hz and in the second frequency range of relatively higher frequencies 11∼12Hz than the first frequency range according to the opening or closing of the second channel (C2) and the air chamber (AC) by the means of the first solenoid valve body (161) and the second solenoid valve body (162), effective damping action may be obtained in both the ignition mode and the rough road driving mode.

    [0042] Fig. 9 is a graph showing a change of damping force in on/off state according to the frequency change in each specific input magnitude in terms of phase angle, (a) is about an engine mount with two channels according to the invention, and (b) is about a conventional engine mount with a single channel, and Fig. 10 shows a change of dynamic stiffness according to frequency change in each specific input amplitude, (a) is about an engine mount with two channels according to the invention, and (b) is about a conventional engine mount with a single channel.

    [0043] In the graph of Fig. 9, the vertical axis represents the amplitude of engine mount in terms of phase angle of sine wave and the horizontal axis represents the frequency of vibration input.

    [0044] In the graph of Fig. 9(a), Off stands for the state of opening the entrance of the second channel (C2) and the entrance (132) of the air chamber (AC), and On stands for the state of closing the entrance of the second channel (C2) and the entrance (132) of the air chamber (AC). And the numerical values represent the peak to peak displacement of sine wave of vibration input, that is, the amplitude in the unit of millimeter (mm).

    [0045] In the graph of Fig. 9(b), Off stands for the state of opening all the channel and the air chamber in the conventional single channel engine mount, and On stands for the state of closing the air chamber.

    [0046] The following description also refers to Figs. 1 through 8.

    [0047] If the air chamber (AC) is closed in the hydraulic engine mount with two channels (100) according to the invention and the conventional one channel engine mount, the pressure of the air chamber (AC) below the membrane (MB) rises, the value of phase angle showing damping force reducing vibration input to the engine mount from outside in a specific frequency increases in both of them.

    [0048] Comparing both cases referring to Figs. 9(a) and 9(b), if the frequency is increased while inputting vibration of 1mm of amplitude in the hydraulic engine mount with two channels (100) according to the invention, the peak damping occurs at 11Hz in the state of opening the entrance of the second channel (C2) and the entrance (132) of the air chamber (AC), and the peak damping occurs at about 8.3Hz in the state of closing the entrance of the second channel (C2) and the entrance (132) of the air chamber (AC).

    [0049] That is, in the hydraulic engine mount with two channels (100) according to the invention, by opening and closing the second channel (C2) and the air chamber (AC) at the same time by the operation of valve device, the peak damping frequency can be changed from 11Hz to 8.3Hz, by approximately 2.7Hz.

    [0050] On the other hand, if increasing the frequency while inputting vibration with 1mm of amplitude in the conventional one channel engine mount, the peak damping occurs at 11Hz in the state of opening the one channel and the air chamber, and the peak damping occurs at 12Hz in the state of closing the air chamber, and therefore, since the change of peak damping frequency according to opening and closing valve is small, it cannot reduce vibration effectively in both of the rough road driving mode (11∼13Hz) and the ignition mode (7∼8Hz).

    [0051] Also, in the hydraulic engine mount with two channels (100) according to the invention, the peak damping occurs in the vicinity of 8 and 9Hz in the state of closed valve shown in solid line to vibration of other different amplitudes, in a state that the valve is opened as shown in dash line, the peak damping occurred around 11Hz almost all the cases.

    [0052] That is, in a case of using the hydraulic engine mount with two channels (100) according to the invention, in a vehicle with a Stop/start function, in the ignition mode (7∼8Hz) the vibration can be reduced by generating peak damping around 8Hz by closing the first and second valve bodies (61, 62), and also in the rough road driving mode (11∼13Hz) the vibration can be reduced effectively by generating the peak damping around 11Hz by opening the first and second valve bodies (61, 62).

    [0053] In contrast, in the conventional one channel engine mount, since the peak damping occurs at 11Hz and 12Hz in a state of closing the valve shown in a solid line with respect to the input vibrations of other different amplitudes and the peak damping occurs around 10Hz and 11Hz in most of the cases in a state of opening the valve shown in a dashed line, the vibration of the vehicle may be reduced effectively in the rough road driving state (11∼13Hz) in the conventional one channel engine mount, but the vibration in the ignition mode (7∼8Hz) of a vehicle with the Stop/start function cannot be reduced effectively because the peak damping frequency change is small. This holds true when the one channel is opened and closed instead of the air chamber.

    [0054] On the other hand, referring to Figs. 10(a) and 10(b), in the hydraulic engine mount with two channels (100) according to the invention, since the first channel (C1) only or all the first and second channels (C1, C2) and the air chamber (AC) are opened in states of opening and cloning the first and second valve bodies (61, 62), the dynamic stiffness is known to be reduced in all the input amplitudes, comparing with the conventional one channel hydraulic engine mount which opens one channel or one air chamber only, or one channel and one air chamber.

    [0055] However, in the conventional engine mount, since a dynamic stiffness of about 800N/mm or above at the rough road driving mode (11∼13Hz) is obtained, it can achieve some damping capability, but in the ignition mode (7∼8Hz), it maintains a dynamic stiffness of about 500N/mm and cannot obtain enough of damping capability.

    [0056] In contrast, in the engine mount according to the invention, the dynamic stiffness of the engine mount can be maintained low to be as low as below 420 N/mm in the ignition mode (7∼8Hz), and in the rough road driving mode (11∼13Hz) the dynamic stiffness of the engine mount can be maintained to be as high as 620-950 N/mm, so that the damping performance can be obtained even in the rough road driving mode (11∼13Hz).

    [0057] The operation procedure of the hydraulic engine mount with two channels (100) according to the invention is described below referring to the above drawings.

    [0058] If starting a vehicle with the Stop/start function, the engine is ignited, the vehicle is in the ignition mode (7∼8Hz), and 7∼8Hz of vibration occurs in the engine. This vibration state makes the driver experience frequently also at the time of stop/start of the vehicle with stop/start function, causing frequent discomfort. In a vehicle installed with a hydraulic engine mount with two channels (100) according to the invention, at the time of the ignition mode or stop/start mode, the solenoid device (160) is operated, so that the first solenoid valve body (161) and the second solenoid valve body (162) close the second channel (C2) and the air chamber (AC). If the second channel (C2) and the air chamber (AC) are closed, fluid in the second channel (C2) does not operate, and fluid in the first channel (C1) only operates, generating the peak damping at 7∼8Hz, and as the air chamber (AC) is closed the value of phase angle gets increased.

    [0059] In the first and second valve bodies are opened in the rough road driving state, all fluid in the first and second channels operate, and the value of phase angle drops, but the peak damping moves to the 11∼12Hz frequency range, so that the vibration of engine in the rough road driving state is reduced effectively.

    [Industrial Applications]



    [0060] The present invention can be applied to make a hydraulic engine mount, which is installed in the vehicle frame and suppresses delivery of vibration between the engine and the frame by supporting elastically between the frame and the engine and suppresses vibration generated in the engine.
    [Legends]
    100: hydraulic engine mount with two channels 110: diaphragm
    120: upper rubber body 130: dividing means
    130a: main body portion 132: entrance of air chamber
    133, 134: valve body installing portion 136: second channel-forming member
    137: cover plate 150: housing
    160: solenoid device 161: first valve body
    162: second valve body 163: axle



    Claims

    1. A hydraulic engine mount having a dividing means (130) for dividing an inner space of a housing (150) into an upper fluid chamber (L2) and a lower fluid chamber (L1) and forming a channel for moving fluid between the upper fluid chamber and the lower fluid chamber, the hydraulic engine mount comprising:

    a first channel (C1) formed along a first path of the dividing means (130) and providing a moving channel of fluid between the upper fluid chamber (L2) and the lower fluid chamber (LI);

    a second channel (C2) formed along a second path of the dividing means (130) and providing a moving channel of fluid between the upper fluid chamber (L2) and the lower fluid chamber (LI); and
    a solenoid device (160) installed in the housing (150) and having a first solenoid valve body (161) for opening and closing the second channel (C2),

    wherein the dividing means (130) forms an air chamber (AC) below a membrane (MB), which is connected to an external atmosphere through-the membrane (MB) installed on a top surface,

    wherein the solenoid device (160) comprises a second solenoid valve body (162) for opening and closing an entrance of the air chamber (132),

    wherein the dividing means (130) comprises:

    a main body portion (130a) including a valve-installing portion (133, 134) formed at one side to which each of end portions of the first solenoid valve body (161) and the second solenoid valve body (162) is inserted and installed, a spiral groove (G1) for forming the first channel (C1) spirally along an edge of the top surface, and a through-hole (135) penetrating upwards and downwards through an edge and forming the entrance of the second channel (C2);

    a second channel-forming member (136) installed on a bottom surface of the main body portion (130a), connected with the through-hole (135), and forming the second channel (C2) along an edge of the bottom surface of the main body portion (130a);

    the membrane (MB) forming the air chamber (AC) by covering the top surface of the main body portion (130a); and

    a cover plate (137) forming the first channel (C1) by covering the spiral groove (G1) and having at least a hole (H), through which fluid in the upper fluid chamber (L2) passes, at a central portion,

    wherein the second channel-forming member (136) is formed by combining a pair of groove members (136a, 136b) formed with grooves along the perimeter so as to face each other up and down,

    characterized in that the first solenoid valve body (161) and the second solenoid valve body (162) are connected to each other through an axle (163) so that the second channel (C2) and the entrance of the air chamber (132) are opened and closed at the same time by an operation of the solenoid device, and wherein if the first solenoid valve body (161) and the second solenoid valve body (162) close the second channel (C2) and the air chamber (AC) the fluid operates through the first channel (C1) generating the peak damping at a first frequency range of relatively low frequencies and maintains the closed state of the air chamber (AC) so as to increase damping force, wherein if the first solenoid valve body (161) and the second solenoid valve body (162) open the second channel (C2) and the air chamber the fluid operates through the first and second channels (C1, C2) generating the peak damping at a second frequency range of relatively high frequencies so as to reduce damping force.


     
    2. The hydraulic engine mount of Claim 1, wherein the first frequency range is 7 ∼ 8Hz and the second frequency range is 11 ∼ 12Hz.
     


    Ansprüche

    1. Hydraulisches Motorlager, das über ein Trennmittel (130) verfügt, um einen inneren Raum eines Gehäuses (150) in eine obere Fluidkammer (L2) und eine untere Fluidkammer (L1) zu trennen und einen Kanal zu bilden, um Fluid zwischen der oberen Fluidkammer und der unteren Fluidkammer zu bewegen, wobei das hydraulische Motorlager umfasst:

    einen ersten Kanal (C1), der entlang eines ersten Pfads des Trennmittels (130) gebildet ist und einen Fluidbewegungskanal zwischen der oberen Fluidkammer (L2) und der unteren Fluidkammer (L1) bereitstellt,

    einen zweiten Kanal (C2), der entlang eines zweiten Pfads des Trennmittels (130) gebildet ist und einen Fluidbewegungskanal zwischen der oberen Fluidkammer (L2) und der unteren Fluidkammer (L1) bereitstellt, und

    eine Elektromagnetvorrichtung (160), die im Gehäuse (150) installiert ist und über einen ersten Elektromagnetventilkörper (161) zum Öffnen und Verschließen des zweiten Kanals (C2) verfügt,

    wobei das Trennmittel (130) eine Luftkammer (AC) unterhalb einer Membran (MB) bildet, die durch die auf einer Oberseite installierte Membran (MB) mit einer externen Atmosphäre verbunden ist,

    wobei die Elektromagnetvorrichtung (160) einen zweiten Elektromagnetventilkörper (162) zum Öffnen und Verschließen eines Eingangs der Luftkammer (132) umfasst,

    wobei das Trennmittel (130) umfasst:

    einen Körperhauptteil (130a), der einen Ventilinstallationsteil (133, 134), gebildet an einer Seite, an der die jeweiligen Endstücke des ersten Elektromagnetventilkörpers (161) und des zweiten Elektromagnetventilkörpers (162) eingesetzt und installiert werden, eine Wendelnut (G1) zur Bildung des ersten Kanals (C1) spiralförmig entlang eines Rands der Oberseite, und ein Durchgangsloch (135), das nach oben und nach unten einen Rand durchdringt und den Eingang des zweiten Kanals (C2) bildet, beinhaltet,

    ein zweites kanalbildendes Element (136), installiert an einer Unterseite des Körperhauptteils (130a), das mit dem Durchgangsloch (135) verbunden ist und den zweiten Kanal (C2) entlang eines Rands der Unterseite des Körperhauptteils (130a) bildet,

    die Membran (MB), welche die Luftkammer (AC) bildet, indem sie die Oberseite Körperhauptteils (130a) abdeckt, und

    eine Abdeckplatte (137), welche den ersten Kanal (C1) bildet, indem sie die Wendelnut (G1) abdeckt, und in einem Mittelteil wenigstens ein Loch (H) besitzt, durch das Fluid in die obere Fluidkammer (L2) gelangt,

    wobei das zweite kanalbildende Element (136) gebildet wird durch Kombinieren eines Paars Nutelemente (136a, 136b), welche mit Nuten entlang des Umfangs ausgebildet sind, so dass sie sich einander gegenüber liegen,

    dadurch gekennzeichnet, dass der erste Elektromagnetventilkörper (161) und der zweite Elektromagnetventilkörper (162) durch eine Achse (163) miteinander verbunden sind, so dass der zweite Kanal (C2) und der Eingang der Luftkammer (132) gleichzeitig durch einen Betrieb der Elektromagnetvorrichtung geöffnet und geschlossen werden, und wobei wenn der erste Elektromagnetventilkörper (161) und der zweite Elektromagnetventilkörper (162) den zweiten Kanal (C2) und die Luftkammer (AC) verschließen, das Fluid durch den ersten Kanal (C1) geführt wird, wodurch die Peak-Dämpfung in einem ersten Frequenzbereich mit relativ niedrigen Frequenzen erzeugt wird und den geschlossenen Zustand der Luftkammer (AC) beibehält, um die Dämpfkraft zu erhöhen, wobei wenn der erste Elektromagnetventilkörper (161) und der zweite Elektromagnetventilkörper (162) den zweiten Kanal (C2) und die Luftkammer öffnen, das Fluid durch den ersten und den zweiten Kanal (C1, C2) geführt wird, wodurch die Peak-Dämpfung in einem zweiten Frequenzbereich mit relativ hohen Frequenzen erzeugt wird, um die Dämpfkraft zu verringern.


     
    2. Hydraulisches Motorlager nach Anspruch 1, wobei der erste Frequenzbereich 7 ∼ 8 Hz beträgt und der zweite Frequenzbereich 11 ∼ 12 Hz beträgt.
     


    Revendications

    1. Support de moteur hydraulique présentant un moyen de division (130) pour diviser un espace interne d'un logement (150) en une chambre à fluide supérieure (L2) et une chambre à fluide inférieure (L1) et former un canal pour déplacer un fluide entre la chambre à fluide supérieure et la chambre à fluide inférieure, le support de moteur hydraulique comprenant :

    un premier canal (C1) formé le long d'un premier trajet du moyen de division (130) et fournissant un canal de déplacement de fluide entre la chambre à fluide supérieure (L2) et la chambre à fluide inférieure (L1) ;

    un second canal (C2) formé le long d'un second trajet du moyen de division (130) et fournissant un canal de déplacement de fluide entre la chambre à fluide supérieure (L2) et la chambre à fluide inférieure (L1) ; et
    un dispositif de solénoïde (160) installé dans le logement (150) et présentant un premier corps d'électrovalve (161) pour ouvrir et fermer le second canal (C2),

    dans lequel le moyen de division (130) forme une chambre à air (AC) sous une membrane (MB), laquelle est connectée à une atmosphère externe à travers la membrane (MB) installée sur une surface supérieure,

    dans lequel le dispositif de solénoïde (160) comprend un second corps d'électrovalve (162) pour ouvrir et fermer une entrée de la chambre à air (132),

    dans lequel le moyen de division (130) comprend :

    une partie de corps principale (130a) comportant une partie d'installation de valve (133, 134) formée dans un côté où chacune de parties d'extrémité du premier corps d'électrovalve (161) et du second corps d'électrovalve (162) est insérée et installée, une rainure hélicoïdale (G1) pour former le premier canal (C1) hélicoïdalement le long d'un bord de la surface supérieure, et un trou d'interconnexion (135) pénétrant vers le haut et vers le bas à travers un bord et formant l'entrée du second canal (C2) ;

    un second élément de formation de canal (136) installé sur une surface inférieure de la partie de corps principale (130a), connectée au trou d'interconnexion (135), et formant le second canal (C2) le long d'un bord de la surface inférieure de la partie de corps principale (130a) ;

    la membrane (MB) formant la chambre à air (AC) en recouvrant la surface supérieure de la partie de corps principale (130a) ; et

    une plaque de recouvrement (137) formant le premier canal (C1) en recouvrant la rainure hélicoïdale (G1) et présentant au moins un trou (H), à travers lequel passe le fluide dans la chambre à fluide supérieure (L2), au niveau d'une partie centrale,

    dans lequel le second élément de formation de canal (136) est formé en combinant une paire d'éléments de rainure (136a, 136b) formée avec des rainures le long du périmètre de manière à se faire face l'un l'autre en haut et en bas,

    caractérisé en ce que le premier corps d'électrovalve (161) et le second corps d'électrovalve (162) sont connectés d'un à l'autre par le biais d'un essieu (163) de telle sorte que le second canal (C2) et l'entrée de la chambre à air (132) soient ouverts et fermés en même temps par une opération du dispositif de solénoïde, et dans lequel si le premier corps d'électrovalve (161) et le second corps d'électrovalve (162) ferment le second canal (C2) et la chambre à air (AC) le fluide agit à travers le premier canal (C1) générant l'amortissement maximum à une première plage de fréquences de fréquences relativement basses et maintient l'état fermé de la chambre à air (AC) de manière à augmenter la force d'amortissement, dans lequel si le premier corps d'électrovalve (161) et le second corps d'électrovalve (162) ouvrent le second canal (C2) et la chambre à air le fluide agit à travers les premier et second canaux (C1, C2) générant l'amortissement maximum à une seconde plage de fréquences de fréquences relativement élevées de manière à réduire la force d'amortissement.


     
    2. Support de moteur hydraulique selon la revendication 1, dans lequel la première plage de fréquences est de 7 ∼ 8Hz et la seconde plage de fréquences est 11 ∼ 12Hz.
     




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    Cited references

    REFERENCES CITED IN THE DESCRIPTION



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    Patent documents cited in the description