United States Patent [19]

Hollerweger et a1.
[54] HYDRAULIC ENGINE MOUNT

[11] [45]

Patent Number: Date of Patent:

1/ 1984

4,671,227
Jun. 9, 1987

4,428,569

Takei ................................. .. 248/636

[76] Inventors: Heinz Hollerweger, Effnerstrasse 20,

4,516,545

5/1985

Kumagai et al. ............. .. 123/195 A

D-807O Ingolstadt; Bodo Aden, Hauptstrasse 17, D-8069 Konigsfeld;

Geert Kuipers, Am Kirchenweg 1a,
D-8070 lngolstadt; Johannes van den

FOREIGN PATENT DOCUMENTS

58408 68395 8/1982 l/l983 European Pat. Off. .......... .. ISO/312 European Pat. Off. .......... .. I80/3l2

3222204 12/1983

Fed. Rep. of Germany .... .. 180/312

Boom, Marie-Luise-Fleisser-Str. 16, D-8073 Kosching, all of Fed. Rep. of

Primary Examinerlra S. Lazarus

Attorney, Agent, or FirmKarl Hormann

Germany [21] App]. No: 741,862

[22] Filed: Jun. 6, 1985
Fed. Rep. of Germany ..... .. 3421135

[57]

ABSTRACT

[30]
[51] [52]
[58]

Foreign Application Priority Data

Int. Cl.4 ......................... .. 860K 5/12; F16F 9/10 US. Cl. .............................. .. 123/192 R; 180/312;

A hydraulic engine mount comprising two ?uid-?lled chambers normally communicating with each other to affect a controlled throttled exchange of ?uid between
them sufficient to absorb relative movements of high

Jun. 7, 1984 [DE]

frequency low amplitude between an engine and a chas

248/550; 248/566; 248/636

Field of Search ..................... .. 123/ 195 A, 192 R;

[56]

180/312; 248/550, 566, 636 References Cited

U.S. PATENT DOCUMENTS
4,154,206 5/1979 4,418,895 12/1983 Le Salver et al. ............ .. 123/192 R Bertin et al. ...................... .. 248/636

sis. Relative movements of high amplitude and low frequency may be absorbed by rendering the mount soft by opening a bypass to provide for a substantially unim peded flow of ?uid between the chambers. Preferably, the bypass is provided with valve means controlled by sensors reacting to parameters representing engine per
formance or the like.

7 Claims, 16 Drawing Figures

25

22

50

36

20 24

30

28

U. S. Patent Jun. 9,1987

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Fig.2

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Fig.3

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10

l
74*

25

22 78
15

50

36
/ 20 /

24
32 30 I

34

28

25

U. S. Patent Jun. 9,1987

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Fig.5 0
n0

114

1427
122 ' 140

120
14!. " I50

116

I '42 / / 132 !
12 14) _

134

126

122

Fig.5b

126

U. S. Patent Jun. 9, 1987

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Sheet 5 oflO

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Fig.8
310
334

350

325

-32_?
r
314 j

312

- 324 _

311

334

U.S. Patent Jun. 9, 1987

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Fig.90 .

432

L72

436

1.30
420 1.76

450'

U. S. Patent Jun. 9,1987

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618

620

628 626\

65
.22
650

l
654
658
672

U. S. Patent Jun. 9,1987

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U. S. Patent Jun. 9, 1987

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918

14 Fig.
920
910 916 911.

912

1
HYDRAULIC ENGINE MOUNT

4,671,227

hydraulic engine mount capable of absorbing, or at least

damping, engine movements of high amplitude.

Another object of the invention is to provide a hy draulic engine mount having variable movement ab

This application is related to application Ser. No. 741,872 ?led June 6, 1985.
BACKGROUND OF THE INVENTION
The present invention relates to apparatus for con

sorption capability.
Furthermore, the invention has as one of its objects the provision of a hydraulic engine mount the move

ment absorbing capability of which may be effectively

controlled to suit particular running conditions of an

necting elements together, and for damping or absorb

ing relative motion occurring between such elements.

More particularly, the invention relates to hydraulic
engine mounts of the kind provided with external con

internal combustion engine.

A further object of the invention resides in an im proved hydraulic engine mount which may be con trolled by external controls.
SUMMARY OF THE INVENTION

trols for neutralizing by damping or absorbing relative

movements of predetermined amplitudes between an 15 engine and the chassis of an automotive vehicle. Automotive engines do not always run smoothly. For

instance, particularly during starting, before reaching

their proper operating temperature, internal combus tion engines may rock considerably and run roughly.

In the accomplishment of these and other objects, the invention provides for a hydraulic engine mount com
prising a support member adapted to be connected to an

automotive engine, an anchor adapted to be connected

to an automotive chassis, a ?rst chamber the volume of

Such rough running performance is unpleasant to driv

ers, and it is detrimental to the vehicle generally. At

which is affected by the support member and which is

at least partially ?lled with a ?uid, a second chamber at

tempts have, therefore, been made to provide engine

mounts capable of damping or absorbing the high am

least partially ?lled with a ?uid and being of variable

plitudes characteristic of rough engine performance.

Hydraulic engine mounts have been used successfully to reduce the effects of rough or rocky engine perfor
mance by damping or absorbing and thus substantially

capacity, means providing a predictable throttling ef

fect on ?uid ?owing from the ?rst chamber into the second chamber, a de?ectable element affected by the volume of the ?rst chamber, means for limiting the
de?ection of the de?ectable element and means for

neutralizing high amplitude movements, by varying the

resiliency of the mounts as a function of particular en

gine running conditions. Thus, published Japanese Patent Application No.

57/76340(A) discloses a hydraulic engine mount com
prising a support connected to an anchor by means of an

rendering the throttling means ineffective. 30 These and other objects of the invention will in part be obvious and will in part become apparent from the

detailed description taken together with the appended drawings. The scope of protection sought, however, is

enclose a chamber ?lled with a ?uid. A further chamber

to be determined solely by the claims hereinafter set elastic wall member. Support, anchor and wall member 35 forth.
of variable volume and also ?lled with a ?uid, is con

BRIEF DESCRIPTION OF THE DRAWINGS

nected to a ?rst chamber by a passage or conduit which

permits some exchange of ?uid between the chambers to equalize pressure differentials. A partition member having a throttle hole is slidably mounted within a wid ened section of the conduit. When the support is sub jected to vibrations or movements of low frequency and

FIG. 1 is an equivalent function diagram explaining the function of engine mounts in accordance with the

prior art;
FIG. 2 is the characteristic curve of a de?ectable

member of such prior art engine mounts; FIG. 3 is an equivalent function diagram of an engine high amplitude, the elastic wall member is elastically mount in accordance with the present invention; deformed and the capacity of the further ?uid chamber 45 FIG. 4 is a detail of the diagram of FIG. 3; and is changed causing a pressure differential in the ?uid in FIGS. 5-14 depict preferred embodiments of the the two chambers. The partition member, under such engine mount in accordance with the invention. circumstances, is said to descend instantly and ?uid
excapes from the second chamber into the ?rst chamber

through a narrow throttle hole provided in the partition

member. This results in some damping of the movement

DESCRIPTION OF PREFERRED EMBODIMENTS

FIG. 1 is an equivalent function diagram of a prior art

owing to the resistance of the viscous ?uid ?owing engine mount of the kind referred to supra. The charac through the throttle hole. In case of high frequency and teristics of this engine mount are determined by the low amplitude movements, the partition member is said following parameters: vertically to reciprocate by a change in the pressure in 55 The dynamic spring stiffness (exclusive of the volume the ?uid in the chambers to absorb such minor move stiffness of a support member) is expressed by the spring ments. While the device may offer limited relief from constant 01, and parallel to which there is connected the the effects of relative movements of high amplitude spring constant 01* representing the volume stiffness. In between an engine and a chassis, the effectiveness of the this respect, there is no difference between single cham device is not only limited but it is in any event unpre 60 ber and dual chamber engine mounts. The second dictable. A variety of hydraulic engine mounts of this chamber is separated from the ?rst chamber by an ele kind has become known. In praxi such mounts have not ment which is de?ectable by a relatively weak spring always performed satisfactorily for they have been force; thus, application of the force on the support re found sometimes to transfer high amplitude movements sults in an increase in the pressure in the ?rst chamber between the elements connected by them. 65 and causes the element to be de?ected. This characteris It is, therefore, an object of the invention to provide tic of resiliency which is primarily determined by the an improved hydraulic engine mount. A more speci?c spring constant of the de?ectable member, is depicted object of the invention resides in the provision of a by the constant cb. De?ection in the upward as well as

4,671,227

in the downward direction is limited by an abutment a.

However, when the de?ectable element engages the abutment the spring constant c;, is rendered ineffective and is subjugated to a harder spring constant c,,. To suit the requirements placed upon the mount c,, is chosen to be considerably higher than 01,. A ?uid conduit between the two chambers is represented by the damping mem
ber d. As mentioned above, such mounts are often subjected

seen, the resilient member 14 is connected to the anchor 12 by means of a wall member 16 and a cup-shaped

bracket 32. The bracket 32 preferably is made of metal.

The chamber 22 may be ?lled with ?uid such as, for instance, water and is separated from a second lower chamber 24 by a wall comprising two ?at diaphragm members 18 and 20. The diaphragms 18 and 20 are

superposed and aligned in parallel relative to each positioned between the diaphragms l8 and 20. The upper diaphragm 18 (FIG. 5) is provided with a plural ity of perforations 25, and the lower diaphragm 20 is also provided with perforations 26. The perforations 25 and 26 permit limited quantities of ?uid to flow to either
side of the membrane 28. The limited ?ow of ?uid be tween the chambers 22 and 24 is possible either because of the porosity of the membrane 28 or by way of a passage formed by the cavity 36. When ?uid from chamber 22 enters chamber 24 a wall 34 sealing the bottom of the chamber 24 changes its con?guration to

other. They enclose a membrane 28. The membrane 28 to forceful jolts or knocks, particularly where high 0 is mounted for limited free movement within a cavity 36

amplitudes have to be absorbed at low engine revolu tions, for instance, during starting ofthe engine or when

the engine is running roughly.

FIG. 2 is a diagrammatic representation of the change in spring stiffness relative to amplitude. The spring
stiffness 0/, is effective in a range marked 1. At point X
M5

the amplitude is suf?ciently high to cause deflection of the de?ectable member into engagement with the abut
ment a. At this point, spring force ca becomes addition

ally effective, this range being represented by II along

the curve. In order to reduce the impact on the abut

ment, provisions leading to a smoother transition be

enlarge the volume of the chamber 24 by bulging out

into an empty space 30 between wall 34 and bracket 32. tween ranges I and II in the area of X would have to be A certain damping action suf?cient to absorb or balance made. That is to say, the change from I to II should progress to a more gradual fashion. This could be ac 25 movements of low frequency results from this limited

complished, for instance, by imparting a greater slope to

range I and to reduce the slope of range II. Such an

transfer of fluid from chamber 22 into the chamber 24.

However, at high frequency movements acting upon

arrangement would, however, depart from the desirable

the chamber 22 an absorption or balancing of the ampli tudes by this ?uid transfer cannot be accomplished. performance characteristics of an engine mount. With a view to avoiding these undesirable perfor 30 Some absorption may result from the yielding of the membrane 28. At strong movements, however, the mance characteristics a system as shown in the equiva membrane 28 moves into engagement with the dia lent function diagram of FIG. 3 was devised. As will be phragm 20, and the resiliency of the mount then be seen in the range marked LV, the lower end of the comes solely a function of the inherent resiliency of the spring c1* may be separated from the parallel connected member 14. springs on and 0],. During operational circumstances in

In accordance with the invention, a bypass or passage 50 is provided for establishing a connection between the chambers 22 and 24. The bypass 50 may be opened as shown, be possible to sever this connection. The whenever a stiff engine mount is undesirable as is the parallel connection of cn and 01, which is responsible for the hard knock in the transitional range marked X thus 40 case, for instance, at low engine speeds, so that, as the membrane 28 engages the diaphragm 20, ?uid may ?ow remains ineffective and the constant of resiliency is

which movement of high amplitude and low frequency

occur, for instance at low engine revolutions, it would,

merely that of spring 01. Under such conditions, damp~

from the chamber 24 through the bypass 50 substan

tially unimpeded. ing is not necessary. The bypass 50 comprises a valve member (not shown) FIG. 4 depicts a possible way of providing for such separable connection. Member 2 is connected to the 45 which may be selectively opened and closed; it remains closed at high engine revolutions, the result being a spring 01* and is received in a clamp-like ?xture 3. The relatively soft mount at low amplitudes and a stiff ?xture 3 is connected to the parallel-connected spring
on and c1, by way of an extension 4. The ?xture 3 is provided with an opening 5 into which a fastener 6 may

mount at higher amplitudes. At low engine speeds the

bypass 50 is opened so that the mount remains soft even

be inserted for rigidly connecting the member 2, by a

corresponding recess 7, to the ?xture 3 and the exten sion 4.

at high amplitudes to prevent the transmission of hard

knocks. Therefore, high amplitude and low frequency

engine movements resulting from an irregularly run

ning engine or during starting of the engine are substan The following is a description of preferred embodi tially absorbed. ments of hydraulic engine mounts incorporating the FIG. 6A depicts another embodiment of a hydraulic 55 principles of the present invention. engine mount in accordance with the invention. This FIG. 5 depicts a ?rst preferred embodiment of a hy mount, too, comprises a support member 110 and an draulic engine mount. The mount comprises a support
member 10 to which an engine block may be attached,
and an anchor member 12 which may be attached to a

anchor 112. Support 110 and anchor 112 are intercon nected by way of a resilient member 114 and a rigid

chassis. For clarity, neither the engine block nor the 60 housing wall member 116. The wall member 116 is connected to the anchor 112 by way of a cup-shaped chassis has been shown. bracket 132. The bracket 132 is preferably made of The mount including the support 10 and anchor 12 is metal. such that it may subtantially absorb engine movements. The space enclosed by the resilient member 114, the To this end, a relatively sturdy elastic or resilient mem ber 14 is provided for connecting the support 10 to the 65 housing wall 116, and the bracket 132 is provided with
anchor 12. The resilient member 14 may be made of
rubber or the like and forms part of an enclosure of an
a yieldable wall member 134. As well as resilient mem ber 114 the wall 134 may be fabricated of rubber or the

upper chamber 22 of the hydraulic mount. As may be

like. The wall 134, together with the housing wall 116

4,671,227

and the resilient member 114, serves to enclose a space

The mount encloses two chambers 222 and 230 which

which may be ?lled by a liquid. This space is divided

into two chambers 122 and 124 by means of a membrane 128. The membrane 128 is held within a resilient struc

are separated from each other by a diaphragm 228. The

diaphragm 228 is mounted in substantial coplanar rela

tionship to the annular anchor 212.

ture 120. The structure 120 is preferably made of rubber

or the like, and retains the membrane 128 by its margin

for limited free movement normal to its surface. How ever, at larger de?ections, the membrane 128 engages

The diaphragm 228 is substantially rigid and is pro vided with perforations 226 which owing to their small
dimensions exert a throttling action on any ?uid ?owing from the chamber 222 into the chamber 230. The pe

protrusions 140 or 142 extending inwardly of the struc ture 120 and is thus prevented from further deflecting.
The membrane 128 may be made either of stiff or of elastic material. To render it elastic, it may be made, for instance, of a web having an inherent elasticity. Prefera

riphery of the diaphragm 228 is retained between soft

lip members 236 which permit relatively unimpeded

movement of the wall member 228 at low amplitudes in a direction substantially normal to its surface. At higher
amplitudes, the wall member 228 moves into engage ment with an abutment 242 which prevents its further movement or de?ection. The abutment 242 is prefera bly made of an elastic material such as rubber. The mass 240 imbedded in the wall 234 of the lower
chamber 230 serves as an absorptive mass which at

bly, the membrane 128 is made of web (FIG. 6B) the

threads of which may be ondulating or crimped to ren der them elastic or extensible. When the threads are

stretched to their maximum extent which preferably coincides with the engagement of the membrane 128
with a protrusions 140 or 142, the membrane 128 can

higher frequencies improves the absorptive characteris

elasticity at which point, it will abut against the protru sion 142. The resiliency of the mount is then determined by the inherent resiliency of the member 114, i.e., the

between the chambers 222 and 230 a conduit 250 which under static or low frequency loads, an exchange of may be opened by way of a valve (not shown) at low fluid between the chambers 122 and 124 is possible. engine revolutions and it may be closed at higher engine However, at loads or movements of higher frequency, speeds. The dimensions of the conduit or bypass 250 are the exchange of the ?uid between the chambers 122 and 30 such that a ?uid may freely ?ow from the chamber 222 124 becomes restricted to the point where the resiliency into the chamber 230, without being impeded. of the mount at low amplitudes is determined by the A further embodiment of a hydraulic engine mount in elasticity of the membrane 128. That is to say, the mem accordance with the invention is depicted in FIG. 8. brane 128 will yield in a downward direction to any Here, a support member 310 is connected to an anchor load exerted on the chamber 122, and it will yield 312 by means of an elastic member 314. The member toward the anchor 112 until it reaches the limit of its 314 may be made of rubber or the like. It is of substan

yield no further. Thus, at this instance, the membrane 20 tics of the mount relative to its static stiffness by vibrat ing at a phase opposite to the vibrations induced in the 128 functions as a relatively stiff wall between the support 210. This principle of absorption is well known, chambers 122 and 124. however, and does not constitute part of the invention There is provided within the structure 120 a conduit here described. 144 which connects the chambers 122 and 124. The 25 In accordance with the invention, there is provided conduit 144 acts as a throttle or damping member. Thus,

mount will then be relatively stiff. When starting the engine or when the engine is run ning irregularly for any reason, so that it generates movements of high amplitudes, a stiff or unyielding mount becomes undesirable. For this reason, a bypass 150 is provided which connects the chamber 122 with the chamber 124. The bypass 150 is such that fluid may

tially cylindrical con?guration and encloses a ?uid ?lled chamber which is divided into two chambers 322 and 324 by way of a necked down portion. The top of
the mount is sealed by a plate connected with the sup port 310. The plate, in turn, is rigidly connected to a further plate at the bottom of chamber 324 so that movement of the support member 310 which reduces the volume of chamber 322 induces forced movement in a downward direction of the lower plate, and this re sults in an increase in the volume of chamber 324. Above the chamber 322 and beneath the chamber 324 there are provided chambers 334. The chambers 334 are

?ow through it substantially without restriction. Since the bottom wall 134 of the chamber 124 is yieldable, the chamber 124 may absorb any ?uid ?owing into it from chamber 122. The bypass 150 is provided with a valve member (not shown) which may be opened whenever it is undesirable that movements of large amplitudes are
transferred to the anchor 112. As mentioned above, this

empty, i.e., they are not ?lled with liquid. Therefore,

movements of low amplitudes do not lead to a change in the volume of the liquid ?lled chambers. Only move ments of higher amplitudes have an effect on the sup port 310 and the chambers 322 and 324 in that pressure within chamber 322 in increased and pressure within chamber 324 is reduced. A throttle conduit 326 is pro vided between the chambers 322 and 324 by means of

may be the case, for instance, when the engine is being started or when it is running roughly for any other reason. As soon as the engine is running smoothly, the valve member in the bypass 150 may be closed again.
FIG. 7 depicts a further embodiment of a hydraulic engine mount. This mount also comprises a support 210
as well as an anchor 212. The support 210 and the an chor 212 are connected to each other by an elastic mem ber 214. A ?uid contained within this mount is substan

tially sealed in by the elastic member 214, into which a support member 210 may be vulcanized, by the substan
anchor 212 and which is provided in its center with a
mass 240.

which, at least under static loads of low frequency vi brations, the pressure in the upper and lower chambers 322 and 324 may be balanced by limited exchange of ?uid. The mount in this case remains relatively soft. However, in case the ?ow of ?uid through the throttle 326 exceeds the capacity of the throttle, the throttle 326 is rendered ineffective and the mount becomes rela

tively stiff.
tending in parallel to the throttle 326 may be opened. The dimension of the passage 350 is such that it permits

tially annular anchor 212 as well as an annular elastic 65 When, as is the case in high amplitude vibrations, a member 234 which is connected to the bottom of the stiff mount is undesirable, a passage or bypass 350 ex

4,671,227

?uid to ?ow between the chambers 322 and 324 sub

between the chambers 522 and 524 may take place

stantially unimpededly. As in the embodiments de scribed above, a valve (not shown) may be incorporated in the bypass 350 which may be closed under certain operating conditions as, for instance, when the engine is

through a throttling conduit 540 only. At high fre

quency movements very limited ?ow of ?uid only may

take place between the chambers 522 and 524 through

the conduit 540. Therefore, the mount remains rela

running smoothly at higher speeds, and it may be

tively stiff.
In order to avoid the stiffness of the mount during

opened at rough engine performance.

FIGS. 9A and 9B illustrate further embodiments of the invention. In the mounts here shown, movements
are transferred from a support member 410 to a cup

certain operating conditions, a large conduit 550 is pro

vided between the ?uid chamber 522 and 524. The
O conduit or bypass 550 may be located at the junction

shaped anchor 412 by way of an elastic member 414.

The elastic member 414 may be made of rubber or the

like and is substantially bell shaped. The member 414 (not shown). In fact, an operating parameter of the and the anchor 412 enclose a cavity, the upper portion of which is sealed by a yieldable wall or bellows 416. 5 engine may be used to control the size of the conduit 550 by regulating the valve. As in the previously de The cavity enclosed by the member 414 and the bellows scribed embodiments, the revolutions of the engine may 416 is filled with a ?uid and is separated into two cham be drawn upon the regulate the valve by appropriate bers 420 and 422. A rigid wall 428 is movably mounted control circuits (not shown). The valve or bypass 550 between the chambers 420 and 422. The wall 428 is perforated by a throttle conduit 440 which connects the 20 may thus remained closed when an engine is running above a predetermined speed, and ?uid may be ex chamber 420 with the chamber 422. The rigid wall 428 changed between the chambers 522 and 524 only is supported by a softly elastic suspension member 430 through the throttle 540. At low engine speeds, i.e., at which permits limited movement of the wall 428 in engine movements at high amplitude, the bypass 550 upper and lower directions. High amplitude move may be opened, and the throttle 540 is thus rendered ments, however, cause a protrusion 432 provided on the ineffective as substantially unimpeded ?ow of ?uid substantially circular wall 428 to engage a bracket 436 between the chambers 522 and 524 may then take place supporting the soft suspension member 430. The wall through the bypass 550. Hence, the mount would re 428 is, therefore, substantially barred from further main soft, i.e., capable of absorbing engine movements movement once the protrusion 432 abuts against the of high amplitudes, under conditions which would nor bracket 436. The bracket 436 may be made of rubber mally cause the membrane 528 to move against the which would permit a resilient or gradual stopping of abutment 526 if it were not for the opened bypass 550. the movement of the rigid wall 428. Reference is now made to the embodiment of FIG. As in the previously described embodiments, there is

between the wall 528 and the bellows 520. The bypass 550 may be opened and closed by a valve (not shown) as required to suit the operating conditions of an engine

provided a bypass 450 (FIG. 9A) or 460 (FIG. 9B). The bypass 450 is provided substantially in the center of the wall 428, whereas the bypass 460 is located radially
displaced of the wall 428 and is seated in substantially immovable components of the mount. As in the previ ously described embodiments, the bypasses 450 or 460 are provided with externally controlled valves (not shown) for regulating the ?ow of ?uid in accordance with the running conditions of an engine (not shown) support by the mount.

11. The hydraulic engine mount of FIG. 11 differs from

the previously described ones in that the device for rendering a throttle conduit ineffective is not a bypass between two ?uid ?lled chambers. Instead, this embodi
ment is constructed to function in the following man
ner:

Vibrations or movements are transferred from a sup

port 610 to an anchor 612. The support 610 and the anchor 612 are connected to each other by an elastic member 614 and by a wall 616. The anchor 612 is shaped like a bowl and is sealed by an elastic wall or A still further embodiment of a hydraulic mount in accordance with the invention is shown in FIG. 10. The 45 bellows 618. The periphery of the wall 618 is affixed to an upper rim of the anchor 612, and the center of the mount comprises a support member 510 which transfers wall 618 is af?xed to the support 610. Therefore, move movement to an anchor 512 by way of an elastic mem ment is imparted to the wall 618 whenever the support ber 514. The elastic member 514 may be made of rubber 610 or the anchor 612 is moved. The interior of the or the like and is of cup-shaped con?guration. It is anchor 612 is ?lled with water or silicon. Since the sealed at the bottom by a wall member 516 with which volume of the anchor 612 is variable because of the it forms a ?uid chamber within which there is provided elasticity of the wall 618, the static stiffness of the a diaphragm 518. The diaphragm 518 is connected to mount is subtantially a function of the elastic member the anchor 512 by way of a bellows 520, and it is also 614 connecting the support 610 and the anchor 612. connected to the support 514 by means of a bridge However, the dynamic stiffness of the mount is also a member 532. Movement of the support 514 thus induces function of its interior construction for the support 610 forced movement in the diaphragm 518. Since the dia extends into the ?uid chamber by means of an extension phragm separates the ?uid chamber into two chambers 611. At the end of the extension 611 of the support 610 522 and 524, movement of the diaphragm 518 leads to there is affixed a plate member 624 by means of which an enlargement of one of the chambers 522 or 524 on the one hand and to a reduction in the size of the other 60 the ?uid chamber is divided into two sections 620 and

622. Movement of the extension 611 of the support 610 chamber on the other hand. For balancing the change in results in vertical movement of the plate 624 which, volume, there is provided in the center of the dia depending upon the direction of the movement, causes phragm 518 a membrane 528 which is de?ectable in the sections 620 and 622 either to increase or to decrease upward and downward directions. The membrane 528 is retained in a rigid annular portion of the diaphragm 65 in size, or vice versa. The plate 624 is slidably positioned between two abutment collars 626 and 628 af?xed to the 518. With larger de?ections, the membrane 528 is extension 611. Thus the extension 611 may execute forced into engagement with an abutment. Thus, its small movements without the plate 624 moving as there de?ection is limited, and a further exchange of ?uid

4,671,227
is some free play between the plate 624 and the abut ment 626 and 628. Only when the extension 611 exe ~cutes large movements does the plate 624 engage one or the other of the abutments 626 and 628 and is thus moved within the ?uid. The plate 624 is of circular

10

supported at its peripheral margin by two abutments

728 and 730, both of which are connected to the anchor 712. Relative movement between the support 710 and the anchor 712 causes the volume of the chamber 720 and/or 722 to change, and at movement of low ampli

con?guration and its diameter is slightly less than the

internal diameter of the anchor 612. This leaves a small gap 630 between the internal wall of the anchor 612 and

tude the change may be compensated within the limits

of free play between the wall 718 and the abutments 728 and 730. At movements of higher amplitudes, ?uid may ?ow through a narrow gap surrounding the plunger 716
in an opening 636 of the wall 718. This gap acts as a
throttle which renders the mount very stiff as soon as

the periphery of the plate 624, and this gap permits

limited ?ow of ?uid between the chambers 620 and 622. Since the upper chamber 620 is sealed by the wall 618, upward movement of the support 610 and the extension could increase the volume of the chamber 620. How ever, resultant negative pressure in the lower chamber 622 would cause ?uid slowly to escape from chamber 620 through the annular throttle gap 630 into the cham ber 622 and thus restore a pressure balance in the ?uid.

the ?ow of ?uid exceeds the ?ow-through capacity of

the gap. To relieve the throttle gap, a conduit 750 is provided between the chambers 720 and 722. The conduit 750

Compulsory ?ow of ?uid through the throttling gap

bypasses the wall 718 and is provided with a selectively controllable valve (not shown) for opening and closing
the conduit 750 in response to parameters, such as en

630 may be avoided in the following manner: There is gine revolutions, in a manner similar to the embodi provided within the chamber 622 a compressible cap 20 ments described above, to render the mount soft or stiff sule 650 comprising two rigid discs 654 and 656 con depending upon engine performance. nected to each other along their margins by an elastic A further embodiment of the invention which in its sleeve 652. The capsule 650 which as shown is mounted construction substantially corresponds to the mounts on the extension 611, is controllable by a conduit 658 referred to above, is depicted in FIG. 13. Two ?uid leading to the exterior of the mount and connected to 25 chambers 810 and 812 are separated from each other by appropriate controls (not shown). That is to say, the a de?ectable wall 814. A bypass 816 is provided for internal pressure within the capsule 650 may be selectively connecting the chambers 810 and 812 with changed by way of the conduit 658. By low pressure each other. A valve 818 seated within the bypass 816 within the capsule 650 high pressure within the cham ber 622 caused by downward movement of the support 30 blocks ?uid from ?owing between the chambers 810 and 812 through the bypass 816 when it is shut. When 610 may be balanced by compression of the capsule 650.

open, the valve 818 provides for substantially unim peded flow of ?uid between the chambers 810 and 812. The valve 818 is controlled by an electromagnet 820 through the grap 630. On the other hand, when the support 610 moves upwardly, low pressure in the ?uid 35 which, in turn, may be controlled by the speed of the engine (not shown). of the chamber 622 may be compensated by expansion Yet another embodiment is shown in FIG. 14. In this of the capsule 650. Flow of ?uid from the chamber 620 case, too, the mount comprises two ?uid-?lled cham into the chamber 622 through the gap 630 is thus sub

Therefore, the substantially incompressible ?uid within

the chamber 622 need not ?ow into the chamber 620

stantially avoided as well. By pumping a gaseous or a liquid medium into the

capsule 650 at high pressure balancing of the volume

within the chamber 622 by way of the capsule 650 is no longer possible or at best it is possible to a very limited

bers 910 and 912 which are kept separate from each other by a de?ectable element 914. Within the element 914 there is seated a membrane 916, one surface of

which is affected by the volume of the chamber 910; the

other surface faces an empty chamber 918 embedded

between the membrane 916 and the element 914. The degree only; balance of ?uid pressure in the chambers 620 and 622 can then be accomplished only by the ?ow 45 chamber 918 may be connected to atmospheric pressure by a conduit 920. When the chamber is thus connected, of fluid through the gap 630. the membrane 916 is relatively elastic and may be de As will be appreciated by those skilled in the art, the ?ected by variations of the pressure within the chamber throttle action of the gap 630 in this embodiment is 910. The de?ectable element 914 is not affected by such rendered ineffective by selecting pressurizing or de?at pressure variations as they will be absorbed by the ing the capsule 650. Activation or deactivation of the membrane 916. By connecting the conduit 920 to vac throttle 630 can be made dependent upon, or may be uum pressure, instead of atmospheric pressure, the controlled by, parameters similar to those described in
membrane 916, because of the resultant vacuum pres the previous embodiments. For this purpose, the con sure within the chamber 918, will move into engage duit 658, as stated above, is connected to appropriate controls. 55 ment with the de?ectable member 914. Accordingly,

FIG. 12 depicts a further hydraulic engine mount in accordance with the invention. The mount comprises a
support 710 connected to an anchor 712 by means of an

the elasticity of the membrane 916 is rendered ineffec

tive, and the mount then functions in the manner of a

conventional dual chamber hydraulic engine mount.

That is to say, pressure imbalances between the cham bers 910 and 912 are equalized by de?ection of the

elastic member 714. There is enclosed within the mount a liquid-?lled chamber which is divided into two sec

tions 720 and 722 by a wall member 718. The chamber

is ?lled with a ?uid and is at its lower end closed by an elastic wall 713. The elastic wall 713 is connected to the

movable element 914 and/or by throttle conduits (not

shown).

Advantageously, the chamber 918 is connected to atmospheric pressure at low engine speeds, since in this anchor 712. At its upper end, the chamber is closed by the elastic member 714. A plunger 716 connects the 65 manner the mount is rendered soft for the membrane elastic member 714 with a wall 713 in such a way that 916 effectively absorbs movements of high amplitude. they must move together. The plunger 716 extends Vacuum pressure is applied to the chamber 918 once the through an opening of the wall 718. The wall 718 is engine is running faster and smoother; the membrane

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4,671,227

12

918 is thus rendered ineffective by engagement with the

de?ectable element 914. As will be apparent to persons skilled in the art, the

various embodiments of hydraulic engine mounts here decribed and incorporating the principles of the inven
tion are by no means exhaustive. Other constructions

2. The apparatus of claim 1, wherein one of said two elements is an internal combustion engine and wherein the other of said two elements is the chassis of an auto motive vehicle. 3. The apparatus of claim 2, wherein said throttle

bypassing means comprises a selectively openable valve

means.

embodying the inventions may be provided. Moreover, it will be apparent that opening and closing of the by
pass need not necessarily be controlled by such parame ters as the speed of the engine. Rather, the bypass may be arranged whenever the mount becomes too hard, i.e.,
whenever a softer response of the mount is desirable. Those skilled in the art will know sensors and control

4. The aparatus of claim 3, wherein said valve means is controlled by means responsive to movement of said

internal combustion engine. 5. The apparatus of claim 2, wherein said throttle

bypassing means comprises a ?uid-?lled capsule sub merged in said ?uid in one of said two sections and

circuitry suited to render the hydraulic engine mount

appropriately operational for absorbing, neutralizing, or

at least reducing the effects of engine movements of

high amplitude.
What is claimed is:

selectively connectible to means for controlling the pressure of said ?uid within said capsule. 6. The apparatus of claim 2, wherein said throttle means comprises at least one perforation in said yield
able means.

7. An apparatus for selectively absorbing relative 1. An apparatus for selectively absorbing relative 20 movement of high amplitude and low frequency be movements of high amplitude and low frequency be tween an internal combustion engine and the frame of
tween two elements, comprising:
support means adapted to be affixed to one of said

an automotive vehicle, comprising:

?rst and second means mounted for movement rela

elements;
anchor means aligned substantially coaxially relative 25
to said support means and adapted to be af?xed to

tive to each other along a predetermined axis and adapted to be connected to said engine and said

frame, respectively;
means for establishing a connection of a ?rst degree of resiliency between said ?rst and second means

the other of said elements;

resilient means for connecting said support means to said anchor means for movement relative to each other in response to relative movement between said two elements and for forming a substantially

and for the forming a substantially sealed chamber

between said ?rst and second means for retaining a

substantially incompressible ?uid in said chamber,

said fluid imparting to said connection a second

sealed chamber for retaining a substantially incom

pressible ?uid;
means for dividing said chamber into two sections of

degree of resiliency less than said ?rst degree;

means yielding in response to differences in pressure in said ?uid in said two sections in response to relative movement between said ?rst and second
means and for dividing said chamber into two sec

variable and complementary volumes and for yielding to predetermined differences in pressure in
the ?uid in said two sections as a result of relative movement between said support means and said anchor means;

tions of variable and complementary volumes;

throttle means for providing a limited exchange of ?uid between said two sections in response to dif ferences in pressure in said fluid in said two sec
tions as a result of relative movement between said

throttle means of substantially constant capacity for providing a limited exchange of ?uid between said section in response to relative movement between said support means and said anchor means; means for limiting the yielding of said dividing means 45
in response to relative movement at at least said

?rst and second means; means for limiting the yielding of said dividing means as a function of amplitude and frequency of said

high amplitude between said two elements; and

means for selectively bypassing said throttle means at
least at relative movement between said two ele

relative movement; means for selectively bypassing said throttle means in

response to relative movement between said ?rst and second means at an amplitude not less than said

ments of at least said high amplitude thereby pro

viding a substantially unimpeded exchange of fluid

between said two sections and providing move ment between said support means and said anchor
means as a function of said resilient means.

high amplitude for providing an unimpeded ex change of said ?uid between said two sections for increasing the resiliency of said connection to sub

stantially said ?rst degree of resiliency.

i * it it *

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