FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
The Patents Rules, 2003
COMPLETE SPECIFICATION
[See section 10 and rule 13]
TITLE: “A MOUNT FOR A POWERTRAIN OF A VEHICLE AND A VIBRATION
DAMPENING SYSTEM THEREOF”
Name and address of the Applicant:
TATA MOTORS PASSENGER VEHICLES LIMITED, Floor 3, 4, Plot-18, Nanavati Mahalaya, Mudhana Shetty Marg, BSE, Fort, Mumbai, Mumbai City, Maharashtra, 400001 India
Nationality: INDIAN
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure in general, relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a mount for a vehicle. Further, embodiments of the present disclosure relate to the mount for connecting a powertrain to a vehicle frame and a system for dampening vibrations from the powertrain.
BACKGROUND OF THE DISCLOSURE
Generally, vehicles include a number of components (also referred to as driving and driven components) such as motors, pumps, engine, gearbox, clutches and the like, which may generate noise and vibrations during operation or during engagement with other components, which causes inconvenience to operator inside the vehicle.
Conventionally, such components, in particular powertrain components, are coupled to the frame of the vehicle through mounting brackets. Such mounting brackets are designed to absorb vibrations generated by the powertrain. Generally, the mounting brackets include a rubber padding, which serves to absorb and reduce vibrations from being transmitted to a cabin of the vehicle. The mountings are defined with a core that is connectable to the vehicle component. Further, the mountings are incorporated with stoppers, to limit the movement of the core of the mountings. The above-described conventional mountings for connecting the engine and the body of the vehicle may isolate the noise and vibrations to a limited extent. However, a significant amount of noise and vibrations are transmitted to the passenger cabin even though the mountings with dampeners are used in the vehicle.
Further, conventional mounts may not dampen vibrations effectively and may not suppress vibrations generated in different directions. The conventional mounts are oriented with rubber dampers. These rubber dampers are often small in size and are oriented within the region where driving components are connected to the mounts. The size and the limited movement of the rubber dampeners limit the extent to which the vibrations are dampened. Consequently, the intensity of vibrations suppressed may be limited as the mounts undergo limited displacement, which is undesired.
The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional arrangements.
SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system are overcome, and additional advantages are provided through the provision of a mount and a vibration dampening system in the present disclosure.
Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail and are considered a part of the claimed disclosure.
In a non-limiting embodiment of the disclosure, the amount for a powertrain of a vehicle is disclosed. The mount includes a first member defined with a first connector connectable to a frame of the vehicle. The mount also includes a housing extending horizontally away from the first connector where the housing is defined with a first port and a second port. Further, a second member is provided. The second member includes a second connector on one end and is connectable to the powertrain. A piston is defined on another end, opposite to the one end with the second connector. The piston is movably disposed within the housing in response to vibration of the powertrain. The first port and the second port are configured to selectively allow passage of the fluid into the housing to restrict movement of the piston and dampen vibrations from the powertrain.
In an embodiment of the disclosure, the housing is compartmentalized by the piston to define a first chamber on one side of the piston and a second chamber on another side opposite to the one side of the piston.
In an embodiment of the disclosure, one end of the housing is defined with the first port to selectively allow passage of the fluid into the first chamber relative to movement of the piston in the first chamber for restricting movement of the piston.
In an embodiment of the disclosure, an end opposite to the first port of the housing is defined with the second port to selectively allow passage of the fluid into the second chamber relative to movement of the piston towards the second chamber for restricting movement of the piston.
In a non-limiting embodiment of the disclosure, a vibration dampening system for a powertrain of a vehicle is disclosed. The system includes a mount. The mount includes a first member defined with a first connector connectable to a frame of the vehicle. The mount also includes a housing extending horizontally away from the first connector where the housing is defined with

a first port and a second port. Further, a second member is provided. The second member includes a second connector on one end and is connectable to the powertrain. A piston is defined on another end, opposite to the one end with the second connector. The piston is movably disposed within the housing in response to vibration of the powertrain. At least one sensor is associated with the powertrain to detect the vibrations from the powertrain. Further, a hydraulic unit is coupled to the housing and a control unit is communicatively coupled to the at least one sensor and the hydraulic unit. The control unit is configured to receive signals from the at least one sensor corresponding to vibration from the powertrain. The control unit further determines the direction of movement of the piston within the housing based on signals from the at least one sensor. Lastly, the control unit operates the hydraulic unit to provide counter force to restrict movement of the piston and dampen the vibrations from the powertrain of the vehicle. In an implementation, the above-described system actively reduces or dampens the vibrations that are transmitted from the powertrain to the frame. Consequently, the vibrations transmitted to the passenger cabin are also reduced and the drivability of the vehicle is improved.
In a non-limiting embodiment of the disclosure, a vibration dampening system for a powertrain of a vehicle is disclosed. The system includes a mount. The mount includes a first member defined with a first connector connectable to a frame of the vehicle. The mount also includes a housing extending horizontally away from the first connector. Further, a second member is provided. The second member includes a second connector on one end and is connectable to the powertrain. A piston is defined on another end, opposite to the one end with the second connector. The piston is movably disposed within the housing in response to vibration of the powertrain. At least one sensor is associated with the powertrain to detect the vibrations from the powertrain. Further, a piezo transducer unit is coupled to an inner wall of the housing and the piston. A control unit is communicatively coupled to the at least one sensor and the piezo transducer unit where the control unit is configured to receive signals from the at least one sensor corresponding to vibration from the powertrain. The control unit is further configured to determine the direction of movement of the piston within the housing based on signals from the at least one sensor. Lastly, the control unit operates the piezo transducer unit to provide counter force to restrict movement of the piston and dampen the vibrations from the powertrain of the vehicle.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES
The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Figure 1 i ll us t r at e s a p er sp e c t i ve v i e w of a n e ng i n e b a y of a v e hi c l e with mounts for connecting a powertrain, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a logic diagram of a vibration dampening system, in accordance with an embodiment of the present disclosure.
Figure 3 and Figure 4 illustrates a perspective view of the vibration dampening system and the vibration dampening system connected to a vehicle frame [figure 4], in accordance with an embodiment of the present disclosure.
Figure 5 illustrates a perspective view of a mount in the vibration dampening system, in accordance with an embodiment of the present disclosure.
Figure 6 illustrates a sectional view of the mount in the vibration dampening system, in accordance with an embodiment of the present disclosure.
The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the mount and the vibration dampening system without departing from the principles of the disclosure described.
DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described after which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying or designing other arrangements for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
In the present document, the word “exemplary” is used to mean “serving as an example, instance, or illustration.” Any embodiment or implementation of the present subject matter described as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that an arrangement that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the arrangement proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mount and the system.
The following paragraphs describe the present disclosure with reference to Figures 1-6. In the figures, the same element or elements which have the same functions are indicated by the same reference signs. One skilled in the art would appreciate the component disclosed in the claims,

maybe any component which may be used in any given system but not limiting to vehicle and the like.
Figure 1 illustrates a perspective view of an engine bay (300) of a vehicle. In an implementation, the engine bay (300) may include a frame (4). The frame (4) may accommodate a powertrain (8) of the vehicle. The powertrain (8) may be mounted to the frame (4) by a plurality of mounts such as A-mount (A), B-mount (B) and a C mount (100) [hereinafter referred to as the mount]. In an operational condition, the powertrain (8) may induce vibrations within the engine bay (300). The vibrations from the powertrain (8) may be along a clockwise direction or along an anti-clockwise direction or even in transverse directions. The mount (100) of the present disclosure may be configured to absorb or dampen vibrations from the powertrain (8) and may prevent or reduce the vibrations from the powertrain (8) to the frame (4) of the vehicle. In an illustrated embodiment, the mount (100) of the present disclosure is adapted as the C-mount and the same cannot be construed as a limitation since the mount (100) of the present disclosure may be adapted as the A-mount and the B-mount. In an implementation, the positioning of the mount (100) must not be limited to connecting the powertrain (8) and the frame (4). The mount (100) may be configured to connect other components that induce vibrations including but not limited to motors, pumps, engine, gears of gearbox, cultch etc.
Reference is now made to Figure 2, Figure 3 and Figure 4 which illustrates a vibration dampening system (200) [hereinafter referred to as the system]. In an implementation, the system (200) includes a control unit (14). The system (200) may include at least one sensor (13) [hereinafter referred to as the sensor] that is connected to the powertrain (8) of the vehicle. The sensor (13) may be communicatively coupled to the control unit (14) and the sensor (13) may be configured to transmit signals to the control unit (14), which corresponds to vibrations induced by the powertrain (8). Particularly, the sensor (13) may be configured to detect direction of the vibrations such as clockwise direction, anti-clockwise direction and transverse direction. The system (200) may further include the mount (100). The mount (100) may be configured between the powertrain (8) and the frame (4) for connecting the powertrain (8) and the frame (4). As apparent from Figures. 3 and 4, he system (200) may also include an actuation unit (12) that is coupled to the mount (100). In this implementation, the actuation unit (12) is a hydraulic actuation unit (12). The actuation unit (12) may be coupled to the mount (100) through at least one fluid flow line (12a) [hereinafter referred to as the fluid flow line].

The fluid flow line (12a) may communicate or direct a fluid from the actuation unit (12) to the mount (100). The actuation unit (12) may also be communicatively coupled to the control unit (14). The actuation unit (12) may be configured to dispense or receive the fluid in the mount (100) and may be selectively operated by the control unit (14). The system (200) may further include a power source (15). The power source (15) may be coupled to the actuation unit (12) and the control unit (14). The control unit (14) may selectively operate the power source (15) and the power source (15) may further supply the required power/electricity for operating the actuation unit (12).
Reference is made to Figure 5 and Figure 6. the mount (100) may include a first member (1) and a second member (5). The first member (1) may be defined with a first connector (3) at one end. The first connector (3) of the first member (1) may be defined with at least one provision for coupling to a component of the vehicle. Particularly, the first connector (3) of the first member (1) may be fixedly coupled to the frame (4) of the vehicle as seen in Figure 4. Further, the first member (1) may be defined with the housing (2) at another end, opposite to the one end of the first member (1). The housing (2) may be a hollow structure and the housing (2) may define a chamber (2a). In an implementation, the housing (2) may be defined with a first port (9a) and a second port (9b), which extends into the chamber (2a). The fluid from the actuation unit (12) may be configured to travel through the fluid flow lines (12a) and into the housing (2) through the first port (9a) and the second port (9b). Further, a side wall of the housing (2) that lies away or lies the farthest from the first connector (3) may be defined with an aperture (11). The aperture (11) may be defined along a substantially central region of the side wall.
Referring to Figure. 6, the mount (100) may further include the second member (5). The second member (5) may be defined by a second connector (7) on one end and a piston (6) on an opposite end. The one end of the second member (5) defined with the second connector (7) may be defined with at least one provision for accommodating a bracket (10). The bracket (10) may further be connected to the powertrain (8) of the vehicle. Thus, the end of the second member (5) with the second connector (7) is coupled to the powertrain (8). Further, the end of the second member (5) that lies opposite to the second connector (7) is defined with the piston (6). The length of the piston (6) may be equal to or slightly lesser than the length of the chamber (2a) of the housing (2). The second member (5) may be configured such that the piston (6) is slidably accommodated inside the chamber (2a) of the housing (2). A central section of the

second member (5) is accommodated in the aperture (11) defined on the side wall that lies away from the first connector (3). The end of the second member (5) with the second connector (7) may protrude out of the chamber (2a) and the end of the second member (5) with the piston (6) may be movably accommodated within the chamber (2a) of the housing (2). In an implementation, the piston (6) may be configured with piston rings for enabling the movement of the piston (6) within the chamber (2a) of the housing (2). In an implementation, the region of the second member (5) that extends through the aperture (11) may also be provided with rings for enabling the movement of the second member (5) within the aperture (11).
In an implementation, the piston (6) may divide or compartmentalize the chamber (2a) into a first chamber (2a1) and a second chamber (2a2). The first chamber (2a1) may be the region of the chamber (2a) that is proximal to the first connector (3). The second chamber (2a2) may be the region of the chamber (2a) that is proximal to the second connector (7). The first chamber (2a1) may be configured on one side of the piston (6) whereas the opposite side of the piston (6) may define the second chamber (2a2). Further, the first port (9a) may be configured to be fluidly coupled to the first chamber (2a1) and the second port (9b) may be configured to be fluidly coupled to the second chamber (2a2). In an implementation, the piston (6) may be configured such that the fluid that enters the first chamber (2a1) from the first port (9a) does not travel or does not mix with the fluid that enters the second chamber (2a2) from the second port (9b).
The working of the vibration dampening system (200) is explained in detail below. The control unit (14) may initially receive signals that correspond to the ON condition and the OFF condition of the vehicle. The sensor (13) mounted to the powertrain (8) may also send signals to the control unit (14) that correspond to the vibrations of the powertrain (8). In an example, the powertrain (8) may vibrate in the clockwise direction or in the anti-clockwise direction when the vehicle is initially turned into the ON condition or the OFF condition. The powertrain (8) also vibrates in the clockwise direction or in the anti-clockwise direction when the vehicle is running or when the vehicle is in the ON condition. In an implementation, the vibration of the powertrain (8) in the clockwise direction may push the piston (6) into the first chamber (2a1) or towards the first connector (3) and the vibration of the powertrain (8) in the anti¬clockwise direction may push the piston (6) into the second chamber (2a2) or towards the second connector (7).

The vibration of the powertrain (8) is initially measured by the sensor (13). The control unit (14) may further receive signals from the sensor (13) which corresponds to the vibration of the powertrain (8) in the clockwise direction or in the anti-clockwise direction. Subsequently, the control unit (14) may operate the power source (15) and the actuation unit (12) to supply the fluid into the mount (100). In an example, if the detected vibration by the sensor (13) is in the clockwise direction, the control unit (14) may operate the actuation unit (12) such that the fluid flows in the fluid flow line (12a) that is coupled to the first port (9a). In an implementation, the control unit (14) may be configured to control the volume of the fluid that enters the mount (100). In an example, if the vibration detected from the sensor (13) is extreme or high, the control unit (14) may operate the actuation unit (12) to supply an increased volume of the fluid into the mount (100). Similarly, if the vibration detected from the sensor (13) is low, the control unit (14) may operate the actuation unit (12) to supply a lower volume of the fluid into the mount (100). In an implementation, the volume of the fluid supplied into the mount (100) by the actuation unit (12) may be proportional to the intensity of the vibration from the powertrain (8). Further, the fluid flows from the first port (9a) into the first chamber (2a1). As the powertrain (8) vibrates in the clockwise direction, the piston (6) traverses into the first chamber (2a1) or the piston traverses towards the first connector (3). Further, as the fluid travels into the first chamber (2a1) from the first port (9a), the fluid resists the movement of the piston (6) towards the first connector (3). The fluid enter the first chamber (2a1) and repels the movement of the piston (6) into the first chamber (2a1). Thus, the movement of the second member (5) is also restricted and the movement of the powertrain (8) coupled to the second connector (7) of the second member (5) is also restricted. Further, the fluid in the first chamber (2a1) gradually absorbs the forces that is transmitted from the piston (6) as the piston (6) travels in the first chamber (2a1). This gradual absorption of forces by piston (6) on the second member (5) also ensures that vibrations from the powertrain (8) that is coupled to the same second connector (7) of the second member (5) is also absorbed or dampened. Thus, the vibrations from the powertrain (8) are actively dampened and the transmission of the vibrations to the frame (4) is actively prevented. Subsequent, the absorbing the forces from the piston (6), the fluid in the second chamber (2a2) may travel back through the first port (9a) and through the fluid flow lines (12a) into the actuation unit (12).
In an implementation, the powertrain (8) may also rotate in the anti-clockwise direction. This rotation of the powertrain (8) in the anti-clockwise direction may cause the piston (6) to be pulled or traversed in the second chamber (2a2) towards the second connector (7). The sensor

(13) may detect the vibrations of the powertrain (8) in the anti-clockwise direction. The control unit (14) may be configured to receive a corresponding signal from the sensor (13) which is indicative of the vibration of the powertrain (8) in the anti-clockwise direction. As described above, the control unit (14) may operate the actuation unit (12) to supply fluid into the second port (9b) through the corresponding fluid flow line (12a). The fluid may travel into the second chamber (2a2) through the second port (9b).
Further, as the fluid travels into the second chamber (2a2), the fluid resists the movement of the piston (6) towards the second connector (7). The fluid enter the second chamber (2a2) and repels the movement of the piston (6) into the second chamber (2a2). Thus, the movement of the second member (5) is restricted and the movement of the powertrain (8) coupled to the second connector (7) of the second member (5) is also restricted. Further, the fluid in the second chamber (2a2) is trapped between the piston (6) and the side wall of the housing (2) that lies proximal to the second connector (7). The trapped fluid gradually absorbs the forces that is transmitted from the piston (6) as the piston (6) travels in the second chamber (2a2). This gradual absorption of forces by piston (6) on the second member (5) also ensures that vibrations from the powertrain (8) that is coupled to the same second connector (7) of the same second member (5) is also absorbed or dampened. Thus, the vibrations from the powertrain (8) are actively dampened and the transmission of the vibrations to the frame (4) is actively prevented. Thus, the vibrations from the powertrain (8) in the clockwise and anti-clockwise direction are actively dampened. Consequently, the vibrations and noise that is transmitted to a passenger cabin of the vehicle is effectively dampened to a greater extent by the above-described vibration dampening system (200).
In an implementation, the actuation unit (12) in the system (200) may be a piezo transducer unit (12). As described above, the system (200) may include the mount (100). The mount (100) may further include the first member (1) defined with the first connector (3) that is connectable to the frame (4). The first member (1) may also include a housing (2) that extends horizontally away from the first connector (3). Further, the mount (100) includes the second member (5) defined with the second connector (7) on one end. The second connector (7) is coupled connectable to the powertrain (8). Further, the piston (6) is defined on the other end that is opposite to the one end with the second connector (7) and the piston (6) is movably disposed within the housing (2). The piezo transducer unit (12) may be housed within the chamber (2a) of the housing (2). The piezo transducer unit (12) may be housed on at least one of the side

walls of the housing (2). The piezo transducer unit (12) may be coupled to the piston (6) and the piezo transducer unit (12) may be communicatively coupled to the control unit (14). The system (200) also includes the sensor (13) that is associated with the powertrain (8) to detect the vibrations from the powertrain (8). The control unit (14) is communicatively coupled to the at least one sensor (13) and the piezo transducer unit (12). Further, the control unit (14) is configured to receive signals from the at least one sensor (13) that correspond to vibration from the powertrain (8). Based on the type of vibration i.e., clockwise direction or anticlockwise direction of the vibration from the powertrain (8), the control unit (14) may determine the direction of movement of the piston (6) within the housing (2). Subsequently, the control unit (14) may selectively operate the piezo transducer unit (12) to restrict the movement of the piston (6) inside the chamber (2a) as described above. The control unit may operate the piezo transducer unit (12) to provide counter force and to restrict movement of the piston (6). Consequently, the vibrations from the powertrain (8) of the vehicle are dampened. In an implementation, the actuation unit (12) must not be limited to the piezo transducer unit (12) or the hydraulic actuation unit (12). In an implementation, the actuation unit (12) may also be a pneumatic unit that supplies air into the chamber (2a) for restricting the movement of the piston (6). In an implementation, the above-described system (200) actively reduces or dampens the vibrations that are transmitted from the powertrain (8) to the frame (4). Consequently, the vibrations transmitted to the passenger cabin are also reduced and the drivability of the vehicle is improved.
Equivalents
With respect to the use of substantially any plural and/or singular terms, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth for sake of clarity.
It will be understood by those within the art that, in general, terms used, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the

introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."
While various aspects and embodiments have been disclosed, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.
Referral Numerals:

Referral numerals Description

1 First member
2 Housing
2a Chamber
2a1 First chamber
2a2 Second chamber
3 First connector
4 Frame
5 Second member
6 Piston
7 Second connector
8 Powertrain
9a First port
9b Second port
10 Bracket
11 Aperture
12 Actuation unit
12a Fluid flow line
13 Sensor
14 Control unit
A First mount
B Second mount
100 Mount
200 Vibration dampening system
300 Engine bay

We Claim:
1. A mount (100) for a powertrain (8) of a vehicle, the mount (100) comprising:
a first member (1) defined with:
a first connector (3) connectable to a frame (4) of the vehicle; and
a housing (2) extending horizontally away from the first connector (3) wherein the housing (2) is defined with a first port (9a) and a second port (9b), a second member (5) defined with:
a second connector (7) on one end, the second connector (7) being connectable to the powertrain (8); and
a piston (6) defined on another end, opposite to the one end with the second connector (7), the piston (6) is movably disposed within the housing (2) in response to vibration of the powertrain, wherein, the first port (9a) and the second port (9b) are configured to selectively allow passage of the fluid into the housing (2) to restrict movement of the piston (6) and dampen vibrations from the powertrain (8).
2. The mount (100) as claimed in claim 1, wherein, the housing (2) is compartmentalized by the piston (6) to define a first chamber (2a1) on one side of the piston (6) and a second chamber (2a2) on another side, opposite to the one side of the piston (6).
3. The mount (100) as claimed in claim 1, wherein one end of the housing (2) is defined with the first port (9a) to selectively allow passage of the fluid into the first chamber (2a1) relative to movement of the piston (6) in the first chamber (2a1) for restricting movement of the piston (6).
4. The mount (100) as claimed in claim 1, wherein an end opposite to the first port (9a) of the housing (2) is defined with the second port (9b) to selectively allow passage of the fluid into the second chamber (2a2) relative to movement of the piston (6) towards the second chamber (2a2) for restricting movement of the piston (6).
5. A vibration dampening system (200) for a powertrain (8) of a vehicle, the system (200) comprising:
a mount (100), comprising: a first member (1) defined with:

a first connector (3) connectable to a frame (4) of the vehicle; and
a housing (2) extending horizontally away from the first connector (3) wherein the housing (2) is defined with a first port (9a) and a second port (9b) to allow and expel a fluid into the housing (2); a second member (5) defined with:
a second connector (7) on one end, the second connector (7) being connectable to the powertrain (8); and
a piston (6) defined on another end, opposite to the one end with the second connector (7), the piston (6) is movably disposed within the housing (2) in response to vibration of the powertrain; at least one sensor (13) associated with the powertrain (8) to detect the vibrations from the powertrain (8);
a hydraulic unit (12) coupled to the housing (2); a control unit (14) communicatively coupled to the at least one sensor (13) and the hydraulic unit (12) wherein, the control unit (14) is configured:
receive signals from the at least one sensor (13) corresponding to vibration from the powertrain (8);
determine, direction of movement of the piston (6) within the housing (2) based in signals from the at least one sensor (13); and
operate the hydraulic unit (12) to provide counter force to restrict movement of the piston (6) and dampen the vibrations from the powertrain (8) of the vehicle.
6. The system (200) as claimed in claim 5, wherein, the housing (2) is divided by the piston (6) to define a first chamber (2a1) and a second chamber (2a2).
7. The system (200) as claimed in claim 5, wherein one end of the housing (2) is defined with the first port (9a) to selectively allow passage of the fluid into the first chamber (2a1) relative to movement of the piston (6) in the first chamber (2a1) for restricting movement of the piston (6).
8. The system (200) as claimed in claim 5, wherein an end opposite to the first port (9a) of the housing (2) is defined with the second port (9b) to selectively allow passage of the fluid into the second chamber (2a2) relative to movement of the piston (6) towards the second chamber (2a2) for restricting movement of the piston (6).

9. A vibration dampening system (200) for a powertrain (8) of a vehicle, the system (200) comprising:
a mount (100), comprising: a first member (1) defined with:
a first connector (3) connectable to a frame (4) of the vehicle; and
a housing (2) extending horizontally away from the first connector (3) a second member (5) defined with:
a second connector (7) on one end, the second connector (7) being connectable to the powertrain (8); and
a piston (6) defined on another end, opposite to the one end with the second connector (7), the piston (6) is movably disposed within the housing (2) in response to vibration of the powertrain; at least one sensor (13) associated with the powertrain (8) to detect the vibrations from the powertrain (8);
a piezo transducer unit (12) coupled to an inner wall of the housing (2) and the piston (6);
a control unit (14) communicatively coupled to the at least one sensor (13) and the piezo transducer unit (12) wherein, the control unit (14) is configured:
receive signals from the at least one sensor (13) corresponding to vibration from the powertrain (8);
determine, direction of movement of the piston (6) within the housing (2) based in signals from the at least one sensor (13); and
operate the piezo transducer unit (12) to provide counter force to restrict movement of the piston (6) and dampen the vibrations from the powertrain (8) of the vehicle.