KR20180102233A - Engine mount - Google Patents

Abstract

The present invention relates to an engine mount having excellent noise and vibration (NVH), a driving sense (R&H), and riding performance by easily changing a stopper, a gap, hardness, and hydro frequency of the engine mount applied to an FR vehicle. A stopper unit (100), a rubber unit (200), a damping unit (3), and a bracket (400) forming the engine mount are assembled by a coupling means, and various stopper units in which a rubber amount of the stopper unit (100) and an upper thickness of the bracket (400) are different and bracket samples are manufactured to be individually combined to change hydro frequency caused by a gap change. Therefore, noise and vibration (NVH), a driving sense (R&H), and riding performance can be improved.

Description

Vehicle engine mount {ENGINE MOUNT}

The present invention relates to an engine mount for a vehicle. More specifically, the present invention relates to a vehicle engine mount having excellent noise and vibration (NVH), driving sense (R & H), and ride performance by easily changing the stopper, gap, rigidity and hydro frequency of an engine mount applied to an FR vehicle.

BACKGROUND ART [0002] Generally, in an engine of an automobile, vibration and noise are generated due to vertical reciprocating motion of a piston and a connecting rod provided in an automobile, rotational inertia of a crankshaft connected to a connecting rod that reciprocates vertically, and shaking generated in a longitudinal direction when the crankshaft rotates.

For this reason, the engine is mounted on the vehicle body using a rubber-made engine mount having a predetermined elasticity in order to prevent vibration and noise generated from being transmitted to the vehicle body.

However, the rubber mount engine mount exhibits excellent absorption and damping performance with respect to high frequency and low amplitude vibration among the vibrations generated when the engine is started. However, since the vibration mount with high amplitude and low amplitude There is a disadvantage in that the vibration on the low frequency large displacement can not all be sufficiently satisfied.

Therefore, a fluid-sealed engine mount capable of absorbing and attenuating vibrations over a wide range including vibrations of a high-frequency undrained width and vibrations of a low-frequency large-side vibration input to the engine mount according to the operation of the engine is used.

In recent years, active mounts, semi-active mounts, and the like, which can prevent degradation of NVH (Noise, Vibration, Hardness) in order to improve fuel efficiency of automobiles, have been widely used.

Such a semi-active mount is disclosed in Korean Patent Laid-Open Nos. 10-2013-0003749 and 10-2013-0003751.

Semi-active mounts usually control the dynamic characteristics of mounts by ON / OFF method.

These semi-active mounts are divided into a volume-stiffness method and a bypass method.

In general, a diesel engine mainly uses a bypass system that exhibits low characteristics (0.6 magnitude) in a low frequency range (20 to 40 Hz).

This is because the bypass method has the advantage of maximizing the idle performance by having lower dynamic characteristics in the low frequency region compared to the volume stiffness method (the advantage of volume stiffness is that the high frequency dynamic characteristic is lower than the bypass, The characteristic is higher than the bypass.

The most common type of by-pass type is vacuum pressure (intake manifold), which has several disadvantages such as layout and damage to backpressure.

On the other hand, the electronic type compared to the vacuum pressure does not affect the output because it uses the electromagnetic force generated by the vehicle, so that the combustion pressure is not affected and the layout of the wire (wiring) is more advantageous than the hose for the vacuum pressure transmission And the application is gradually increasing.

As an example, Korean Patent Publication No. 10-1628532 entitled "Active engine mount for automobile" is disclosed.

The configuration will be described with reference to FIG.

An upper body portion 12 having a main rubber 8 and an upper liquid chamber 11 and a lower body portion 13 coupled to a lower portion of the upper body portion 12. The upper and lower body portions 12, An orifice disc 16 which is installed inside the upper liquid chamber 11 and the lower liquid chamber 14 and has an orifice 15 for guiding fluid flow between the upper and lower liquid chambers 11 and 14, A diaphragm 17 provided at the lower part of the orifice disc 16 inside the lower body part 12 and 13 and constituting the lower liquid chamber 14 and a plunger 18 installed inside the lower body part 13 And a semi-active part 19 which is in contact with the center of the diaphragm and which is turned on and off by an electromagnet type. The semi-active part 19 is supported at the center of the diaphragm side and connected to the bottom part of the switching valve 21, A fork 23 constituting the chamber 22 is constituted.

Therefore, in the automotive engine mount configured as described above, the ring-shaped vibrating plate 24 is provided on the upper surface of the orifice disk 16, and a section disposed at the edge of the orifice 15 is covered. A fluid inlet / outlet hole 25 is formed at the end of the edge section of the orifice 15 and a center section of the orifice 15 communicates with the upper liquid chamber 11. The fluid flows from the upper liquid chamber ↔ orifice center ↔ orifice ↔ It is possible to move between the upper liquid chamber 11 and the lower liquid chamber 14 while moving along the path of the fluid inlet / outlet hole < - >

A closed air chamber 22, which can serve as an air spring, can be formed between the switching valve 21 and the fork 23.

The switching valve 21 and the fork 23 can move up and down according to the plunger operation during the ON / OFF operation of the semi-active 19 to open or close the hole 20 in the orifice disc 16 do.

However, the above-mentioned automotive engine mount requires a long assembly time and is difficult to produce a sample.

That is, it is necessary to change the mount rigidity for the NVH development and the hydro frequency for the development of the ride performance.

The current tuning method is to create a rigidly modified mount sample -> NVH development -> Hydro tuning frequency change sample production -> Ride development -> Engine mount gap change sample production -> Ride development -> NVH performance test.

In this case, in order to perform the performance test, performance evaluation can be performed by changing only some of the mount design factors, so that a plurality of engine mount samples are required for various performance verification.

In addition, it is difficult to maintain the consistency of the sample, and it is difficult to change only the hydro rubber because it is necessary to keep the same in the rubber characteristic.

In addition, a sample preparation period is required, and it usually takes about two weeks to obtain a tuning sample.

Also, it is difficult to develop integrated performance. Especially, it is difficult to select NVH and ride performance integrated sample

Also, it is difficult to set rubber second stiffness. Generally, there is a problem that repeated trial and error is repeated for detailed setting.

Accordingly, it is an object of the present invention to provide an engine mount capable of changing the rigidity and hydro characteristics of the stopper / main rubber through sample manufacture and assembly for each specification of the cover portion, the stopper portion, the rubber portion and the damping portion, .

1. Korean Registered Patent No. 10-1428277 (published on Aug. 1, 2014)

1. Korean Patent No. 10-1288995 (published on July 17, 2013)

1. Korean Published Patent Application No. 10-2014-0044485 (published Apr. 15, 2014)

An object of the present invention is to provide an engine mount for a vehicle in which rigidity and hydro characteristics of a stopper / main rubber can be changed through assembly by assembling and assembling an engine mount with a cover portion, a stopper portion, a rubber portion and a damping portion, respectively.

Another object of the present invention is to change the amount of the secondary stiffness rubber through the change of the gap between the upper and lower portions of the stopper portion.

It is still another object of the present invention to provide a sample in which the amount of rubber of the stopper portion and the thickness of the upper end of the bracket are changed so that the upper and lower gaps and the stopping characteristics can be changed at the time of assembling.

Another object of the present invention is to differentiate the mount deformation according to the PT movement according to the sample, so that the traveling vibration and the acceleration noise minimize the deformation.

It is still another object of the present invention to allow the stopper portion and the main rubber portion to be assembled by using a screw to enable the vertical gap to be changed.

Another object of the present invention is to make it possible to perform evaluation in which the ratio of the longitudinal stiffness to the longitudinal stiffness is changed to two, even if only one stopper is produced.

Another object of the present invention is to differentiate the engine mount lateral / longitudinal isolation ratio according to each sample so that the idle noise vibration and the acceleration noise are changed.

The above and other objects of the present invention can be achieved by the present invention described below.

In the engine mount for a vehicle of the present invention,

A cover portion, a stopper portion, a rubber portion, a damping portion, and a bracket constituting the engine mount are assembled by a coupling means, and the hydro frequency is changed by changing the gap between the respective portions to generate noise and vibration (NVH) And the riding performance is improved,

The stopper portion changes the rigidity and the hydrostatic characteristics by changing the gap between the upper and lower portions and the back and forth portions. The plurality of samples having different rubber thicknesses of the stopper portion and the upper portion of the bracket are manufactured. .

And the mount strain according to the PT movement is differentiated according to each sample so that the running vibration and the acceleration noise are changed.

And the liquid chamber portion constituting the damping portion is screwed to the stopper portion.

And a buckling prevention ring for preventing buckling when the liquid chamber is forcedly coupled to the bracket is coupled to the left and right sides.

The engine mount capable of changing the engine mount characteristic value of the present invention has the following effects.

First, the stiffness and hydro characteristics of the stopper / main rubber can be changed through assembly by assembling and assembling the engine mount with the cover portion, the stopper portion, the rubber portion, and the damping portion, respectively.

Second, the amount of secondary stiffness rubber can be changed by changing the gap between the upper and lower portions of the stopper portion.

Third, it is possible to change the upper and lower gap and stopping characteristic when making the sample by changing the rubber amount of the stopper part and the upper thickness of the bracket.

Fourth, according to the sample, the mount deformation according to the PT movement is differentiated, and the deformation of the traveling vibration and the acceleration noise can be minimized.

Fifth, by assembling the stopper portion and the main rubber portion using a screw thread, it is possible to change the vertical gap.

Sixth, even if only one stopper section is produced, it is possible to make evaluation in which the ratio of left and right stiffness is changed to two.

Seventh, depending on each sample, the engine mount left / right isolation ratio can be differentiated to change the idle noise vibration and acceleration noise.

1 is a cross-sectional view of a conventional engine mount for a vehicle.
2 is a cross-sectional view of a variable engine mount for a vehicle according to the present invention.
3 (a) to 3 (g) are views showing the structure of an engine mount for a vehicle according to the present invention,
(d), the bracket e is a plate, (f) is a dust cover (stopper) (g), and FIG. Is a fastening bolt.
4 (a) to 4 (c) are views showing an engine mount for a vehicle according to the present invention,
(a) is a perspective view, (b) is a view showing a state in which a dust cover is installed, and (c) is a view showing a bottom face of the bracket in an assembled state.
Fig. 5 is a view showing a state of the stopper mold making up the engine mount for a vehicle according to the present invention.
6 is a view showing a assembling procedure of the engine mount for a vehicle according to the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings in order that the present invention can be easily carried out by those skilled in the art. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

In order to clearly illustrate the present invention, parts not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the specification.

In addition, terms and words used in the present specification and claims should not be construed as limited to ordinary or dictionary meanings, and the inventor should properly define the concept of the term to describe its invention in the best way. It should be construed as meaning and concept consistent with the technical idea of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

2, the engine mount 2 for a vehicle according to the present invention includes a damping portion 3 (hereinafter referred to simply as " damping portion 3 ") mainly composed of a stopper portion 100, a rubber portion 200 And a bracket 400, which are coupled by a coupling means.

3 (a) to 3 (g), the stopper 100, the main rubber 200, the liquid chamber 300, the bracket 300, (F) a dust cover (stopper) 500, and (g) a fastening bolt 600, which are assembled as shown in FIG. 4 (a).

At least two of the stopper part 100, the rubber part 200, the liquid seal part 300 and the bracket 400 are fabricated. The rubber amount of the stopper part 100 and the upper end thickness of the bracket 400 are different from each other It is desirable to produce several other samples.

Also, the stopper part 100 and the main rubber part 200 are assembled by using a screw thread (not shown) so that the vertical gap can be changed.

At this time, a buckling prevention ring 310 for preventing buckling when the liquid chamber 300 is forcedly coupled to the bracket 400 is coupled to the left and right sides.

The anti-buckling ring 310 is half-shaped like an O-ring and has a pair of left and right symmetrical openings with a front like a "C" shape.

5 (a) is a view showing a stopper part 100 and a bracket 400 used in a basic vehicle, and FIG. 5 (b) is a view showing a bracket 400 ) Is 8.5 nm, it can be seen that the gap between the stopper portion 100 and the main rubber portion 200 has an overlap of 1.5 nm.

(c), when the thickness of the bracket is 5 nm, it can be seen that a gap of 2 nm is generated between the stopper portion 100 and the main rubber portion 200.

At this time, the stopper portion 100 uses the existing stopper portion.

As described above, a plurality of the brackets 400 are formed in units of approximately 5 nm, and the brackets 400 are assembled to each other, or a plurality of the main rubbers 200 of the stopper portion 100 having different thicknesses are formed, Respectively.

It should be borne in mind that the numerical values set forth above are not limitative, but merely illustrate an example of a gap state according to a numerical value change.

If there are three samples each having different thicknesses of the stopper portion main rubber, five stopper gaps, and about 15 damping portions 3, there are approximately 675 cases.

Various characteristics can be obtained by combining the samples prepared as described above.

That is, it is possible to change the up / down / front-back gap and the secondary stiffness rubber amount by using the stopper portion 100 having different thicknesses, the main rubber portion to change the stiffness and the damping portion to change the damping value and frequency have.

In the drawings, reference numeral 1 denotes an engine, and engine mounts 2 are provided on the left and right sides of the engine 1.

The vehicle engine mount samples constructed as described above are combined in the procedure as shown in Fig.

First, the stopper 100 and the main rubber 200 are coupled, and the combined stopper and main rubber are coupled to the liquid chamber 300.

The buckling prevention ring 410 is coupled between the main rubber 200 and the liquid chamber 300 while being coupled to the liquid chamber 300 as described above. That is, the bracket 400 is engaged at the left and right sides to prevent buckling when the bracket 400 is forcedly coupled to the liquid chamber 300.

Next, the bracket 400 is forcibly engaged in the above-described state.

Next, the plate 410 is fixed to the lower part of the bracket 400 using the fastening bolts 600.

Next, the duster cover 500 is coupled to the stopper 100 protruding from the bracket 400 to complete assembly.

Accordingly, the present invention has a problem in that it is complicated and various parts are produced in the past, and that the mass production is slow, and that a plurality of stoppers, main rubbers, brackets, So that the consistency of the samples can be maintained.

In addition, the sample production period can be greatly reduced. Normally, it takes about two weeks to obtain a tuning sample, since the present invention can be performed individually to shorten the time.

In particular, the present invention solves the problem by adjusting the gap between the main rubber and the bracket in that the secondary sample is difficult to set in the rubber part in order to select an integrated sample such as NVH and ride performance.

While the present invention has been described with reference to the preferred embodiments described above and the accompanying drawings, it is to be understood that the invention may be embodied in different forms without departing from the spirit or scope of the invention. Accordingly, the scope of the present invention is defined by the appended claims, and is not to be construed as limited to the specific embodiments described herein.

100: stopper part 200: main rubber part
300: liquid chamber part 400: bracket
410: Plate 500: Dust cover
600: fastening bolt

Claims (5)

A stopper portion, a rubber portion, a damping portion, and a bracket constituting the engine mount are assembled by a coupling means, and a plurality of stopper portions and bracket samples having different rubber amounts of the stopper portion and the upper end of the bracket are manufactured, (R) and ride performance by changing the hydro frequency due to the change of the engine speed and the running speed.
The method of claim 1, wherein
Wherein the stopper portion changes a stiffness and a hydrostatic property by changing a gap between a top / bottom / a front / rear of a bracket upper end.
The method according to claim 1,
And the mount strain according to the PT movement is differentiated according to each sample to change the traveling vibration and the acceleration noise.
The method according to claim 1,
Wherein the stopper portion and the liquid chamber portion constituting the damping portion are screwed to each other.
5. The method according to any one of claims 1 to 4,
And an anti-buckling ring for preventing buckling when the liquid chamber is forcibly engaged with the bracket is engaged at the left side and the right side.

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