Claims:We Claim:

1. A pneumatic mount (100) for dampening vibrations in a vehicle, the pneumatic mount (100) comprising:
a casing (1);
at least one elastomeric diaphragm (2) housed within the casing (1);
a modulator valve (4) connected to the at least one elastomeric diaphragm (2);
at least one dampener (3) housed in the casing (1) and positioned to hold the at least one elastomeric diaphragm (2);
wherein, the modulator valve (4) is configured to supply and release fluid from the at least one elastomeric diaphragm (2) for varying stiffness of the pneumatic mount (100).

2. The mount (100) as claimed in claim 1 wherein, the at least one dampener (3) is positioned adjacent to the at least one elastomeric diaphragm (2) to provide cushioning during variation of the stiffness.

3. The mount (100) as claimed in claim 1 wherein, the at least one dampener (3) is positioned proximal to a central region of the casing (1) for dampening vibrations in the vehicle.

4. The mount (100) as claimed in claim 1 wherein, the at least one elastomeric diaphragm (2) is an air spring.

5. The mount (100) as claimed in claim 1 wherein, the at least one elastomeric diaphragm (2) and the at least one dampener (3) are molded within the casing (1).

6. The mount (100) as claimed in claim 1 comprises, a support member (8) configured at a center of the casing (1) for supporting the at least one dampener (3).

7. The mount (100) as claimed in claim 1 comprises a flange (3a) defined on one end of the at least one dampener (3) wherein the flange (3a) receives and supports the at least one elastomeric diaphragm (2).

8. The mount (100) as claimed in claim 1 wherein, the at least one elastomeric diaphragm (2) is positioned on the flange (3a) of the at least one dampener (3).

9. The mount (100) as claimed in claim 1 wherein, the at least one elastomeric diaphragm (2) is defined with a cavity (2a) for receiving the fluid through the modulator valve (4).

10. The mount (100) as claimed in claim 1 comprising, a pressure sensor (9) associated with the at least one elastomeric diaphragm (2) for determining the pressure of the fluid inside the at least one elastomeric diaphragm (2).

11. A vibration dampening system (200) for a vehicle, the system (200) comprising:
a pneumatic mount (100) comprising:
a casing (1);
at least one elastomeric diaphragm (2) housed within the casing (1);
a modulator valve (4) connected to the at least one elastomeric diaphragm (2), configured to supply and release fluid from the at least one elastomeric diaphragm (2);
at least one dampener (3) housed in the casing (1) and positioned to hold the at least one elastomeric diaphragm (2);
a first sensor (5) mounted to a powertrain of the vehicle and configured to generate a signal corresponding to an acceleration of the powertrain;
a second sensor (6) mounted to a chassis of the vehicle and configured to generate a signal corresponding an acceleration of the chassis;
a control unit (7) communicatively connected to the first sensor (5), the second sensor (6) and the modulator valve (4);
wherein, the control unit (7) operates the modulator valve (4) to supply and release the fluid from the at least one elastomeric diaphragm (2) based on the signals received from the first sensor (5) and the second sensor (6).

12. The system (200) as claimed in claim 11 wherein, the control unit (7) determines a displacement of the powertrain from the signal corresponding to the acceleration of powertrain and a displacement of chassis is determined from the signal corresponding to the acceleration of the chassis.

13. The system (200) as claimed in claim 11 wherein, the control unit (7) operates the modulator valve (4) to supply fluid to the at least one elastomeric diaphragm (2) for pressuring the at least one elastomeric diaphragm (2) when a difference between the displacement of powertrain and the displacement of chassis is more than 5 mm.

14. The system (200) as claimed in claim 11 wherein, the control unit (7) operates the modulator valve (4) to release fluid from the elastomeric diaphragm (2) and to reduce the stiffness of the pneumatic mount (100) when the difference between the displacement of powertrain and the displacement of chassis is less than 5 mm and the ratio of acceleration of the chassis to the acceleration of powertrain is more than 0.05.

15. The system (200) as claimed in claim 11 wherein, the control unit (7) operates the modulator valve to maintain the same pressure in the elastomeric diaphragm (2) when the difference between the displacement of powertrain and the displacement of chassis is less than 5 mm and ratio of acceleration of the chassis to the acceleration of powertrain is less than 0.05.

16. The system (200) as claimed in claim 11 wherein, the at least one dampener (3) is positioned adjacent to the at least one elastomeric diaphragm (2) to provide cushioning during variation of stiffness and to provide stiffness in lateral directions.

17. The system (200) as claimed in claim 11 wherein, the at least one dampener (3) is positioned proximal to a central region of the casing (1) for dampening vibrations in the vehicle.

18. The system (200) as claimed in claim 11 wherein, the at least one elastomeric diaphragm (2) is an air spring.

19. The system (200) as claimed in claim 11 wherein, the at least one elastomeric diaphragm (2) and the at least one dampener (3) are molded within the casing (1).

20. The system (200) as claimed in claim 11 comprises, a support member (8) configured at a center of the casing (1) for supporting the at least one dampener (3).

21. The system (200) as claimed in claim 11 comprises a flange (3a) defined on one end of the at least one dampener (3) wherein the flange (3a) receives and supports the at least one elastomeric diaphragm (2).

22. The system (200) as claimed in claim 11 wherein, the at least one elastomeric diaphragm (2) is positioned on the flange (3a) of the at least one dampener (3).

23. The system (200) as claimed in claim 11 wherein, the at least one elastomeric diaphragm (2) is defined with a cavity (2a) for receiving fluid through the modulator valve (4).

24. The system (200) as claimed in claim 11 comprising, a pressure sensor (9) associated with the at least one elastomeric diaphragm (2) for determining the pressure of the fluid inside the at least one elastomeric diaphragm (2).

25. A method of dampening vibrations in a vehicle by a pneumatic mount system, the method comprising:
receiving by a control unit (7), a signal corresponding to an acceleration of a powertrain by a first sensor (5) mounted on the powertrain of the vehicle;
receiving by the control unit (7), a signal corresponding to an acceleration of a chassis by a second sensor (6) mounted on the chassis of the vehicle;
operating by the control unit (7), a modulator valve (4) connected to at least one elastomeric diaphragm (2) for supplying or releasing fluid from the at least one elastomeric diaphragm (2) housed in a casing (1);
wherein, supplying or releasing the fluid from the at least one elastomeric diaphragm (2) varies the stiffness of the pneumatic mount (100).

26. The method as claimed in claim 25 wherein, the control unit (7) operates the modulator valve (4) to supply fluid to the elastomeric diaphragm (2) for pressuring the elastomeric diaphragm (2) when a difference between the displacement of powertrain and the displacement of chassis is more than 5 mm.

27. The method as claimed in claim 25 wherein, the control unit (7) operates the modulator valve (4) to release fluid from the elastomeric diaphragm (2) for reducing the pressure in the elastomeric diaphragm (2) when the difference between the displacement of powertrain and the displacement of chassis is less than 5 mm and the ratio of acceleration of the chassis to the acceleration of powertrain is more than 0.05.

28. The method as claimed in claim 25 wherein, the control unit (7) operates the modulator valve to maintain the same pressure in the elastomeric diaphragm (2) when the difference between the displacement of powertrain and the displacement of chassis is less than 5 mm and ratio of acceleration of the chassis to the acceleration of powertrain is less than 0.05.
, Description:TECHNICAL FIELD

Present disclosure, in general, relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to vibration dampening mounts for a vehicle. Further, embodiments of the present disclosure relates to a pneumatic mount and a system for dampening the vibrations from a powertrain and a chassis of the vehicle.

BACKGROUND OF THE INVENTION

A vibration dampening mount is a type of vibration isolator that is used in vehicle. The mount may be provided at an interface between two parts. Generally, powertrain mounts are used between the powertrain of the vehicle and a chassis of the vehicle. The mounts may dampen the vibrations that may be generated by the powertrain.

Various types of mounts have been used to secure vehicle powertrain components, such as an engine, electric motor, and transmission to the chassis of the vehicle. Generally, mounts made of rubber are used to dampen or isolate the vibrations from the vehicle powertrain. The mounts absorb the vibrations from the powertrain and reduce the transmission of the vibrations to the rest of the vehicle. The vibration dampening mounts are crucial in preventing the vibrations from being transmitted to the vehicle cabin. Mounts may be made of various materials that provide a desired frequency response. The mounts may also be tuned or controlled during vehicle operation to provide the required attenuation against the vibrations generated by the powertrain. The conventional rubber mounts are susceptible to increased stiffness under increased frequency of the vibration from the powertrain and are prone to rapid degradation. With advancements in technology, hydraulic mounts are used widely in passenger car applications. Hydraulic mounts may include a chamber filled with hydraulic fluid to isolate the vibrations from the powertrain. However, the hydraulic mounts are prone to leakages. The hydraulic mounts are also susceptible to increased stiffness under increased frequency of the vibration from the powertrain. Consequently, the increased stiffness of the hydraulic mounts causes the vibrations transmitted from the powertrain to be amplified and is further conveyed to the cabin of the vehicle. Reduced vibration dampening by the mounts also increases the rattling and pre-mature failure of components in the powertrain. Further, conventional mounts are not tunable to varying frequencies. Generally, the mounts are adapted to absorb the vibrations within a pre-determined range of frequencies. However, the mounts cannot be tuned or adjusted to absorb vibrations that arise at different frequencies. For instance, the frequency of vibrations may be high when a vehicle traverses over an un-even surface. Conventional rubber mounts and hydraulic mounts are not configured of being tuned to absorb vibrations at high frequencies and the mounts become stiff at high frequencies. Further, the stiffness of conventional mounts remains fixed at any given frequency of vibration. Consequently, the components of the powertrain and the chassis of the vehicle is prone to damages and the vehicle may be subjected to frequent repairs. The components in the vehicle may have to be replaced at short intervals which increases the service and maintenance cost of the vehicle.

The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional configuration of engine mounting systems.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system or method are overcome, and additional advantages are provided through the provision of the method as claimed 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 herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, a pneumatic mount for dampening vibrations in a vehicle is disclosed. The pneumatic mount includes a casing with at least one elastomeric diaphragm housed within the casing. A modulator valve is connected to the at least one elastomeric diaphragm. At least one dampener is housed in the casing and is positioned to hold the at least one elastomeric diaphragm. The modulator valve is configured to supply and release fluid from the at least one elastomeric diaphragm for varying stiffness of the pneumatic mount.

In an embodiment of the disclosure, the at least one dampener is positioned adjacent to the at least one elastomeric diaphragm to provide cushioning during variation of stiffness.

In an embodiment of the disclosure, the at least one dampener is positioned proximal to a central region of the casing for dampening vibrations in the vehicle.

In an embodiment of the disclosure, the at least one elastomeric diaphragm is an air spring.

In an embodiment of the disclosure, the at least one elastomeric diaphragm and the at least one dampener are molded within the casing.

In an embodiment of the disclosure, a support member is configured at a center of the casing for supporting the at least one dampener.

In an embodiment of the disclosure, the mount includes a flange defined on one end of the at least one dampener wherein the flange receives and supports the at least one elastomeric diaphragm.

In an embodiment of the disclosure, the at least one elastomeric diaphragm is positioned on the flange of the at least one dampener.

In an embodiment of the disclosure, the at least one elastomeric diaphragm is defined with a cavity for receiving fluid through the modulator valve.

In an embodiment of the disclosure, a pressure sensor is associated with the at least one elastomeric diaphragm for determining the pressure of the fluid inside the at least one elastomeric diaphragm.

In one non-limiting embodiment of the disclosure, a vibration dampening system for a vehicle is disclosed. The system includes a pneumatic mount. The pneumatic mount includes a casing with at least one elastomeric diaphragm housed within the casing. A modulator valve is connected to the at least one elastomeric diaphragm and is configured to supply and release fluid from the at least one elastomeric diaphragm. At least one dampener is housed in the casing and is positioned to hold the at least one elastomeric diaphragm. Further a first sensor is mounted to a powertrain of the vehicle and is configured to generate a signal corresponding to an acceleration of the powertrain. A second sensor is mounted to a chassis of the vehicle and configured to generate a signal corresponding an acceleration of the chassis. A control unit is communicatively connected to the first sensor, the second sensor and the modulator valve. The control unit operates the modulator valve to supply and release the fluid from the at least one elastomeric diaphragm based on the signals received from the first sensor and the second sensor.

In an embodiment of the disclosure, the control unit determines a displacement of the powertrain from the signal corresponding to the acceleration of powertrain and a displacement of chassis is determined from the signal corresponding to the acceleration of the chassis.

In an embodiment of the disclosure, the control unit operates the modulator valve to supply fluid to the at least one elastomeric diaphragm for pressuring the at least one elastomeric diaphragm when a difference between the displacement of powertrain and the displacement of chassis is more than 5 mm.

In an embodiment of the disclosure, the control unit operates the modulator valve to release fluid from the elastomeric diaphragm and to reduce the stiffness of the pneumatic mount when the difference between the displacement of powertrain and the displacement of chassis is less than 5 mm and ratio of acceleration of the chassis to the acceleration of powertrain is more than 0.05.

In an embodiment of the disclosure, the control unit operates the modulator valve to maintain the same pressure in the elastomeric diaphragm when the difference between the displacement of powertrain and the displacement of chassis is less than 5 mm and ratio of acceleration of the chassis to the acceleration of powertrain is less than 0.05.

In one non-limiting embodiment of the disclosure, a method of dampening vibrations in a vehicle by a pneumatic mount system is disclosed. The method includes the aspects of receiving by a control unit, a signal corresponding to an acceleration of a powertrain by a first sensor mounted on the powertrain of the vehicle. The control unit also receives a signal corresponding to an acceleration of a chassis by a second sensor mounted on the chassis of the vehicle. The control unit operates a modulator valve connected to at least one elastomeric diaphragm for supplying or releasing fluid from the at least one elastomeric diaphragm housed in a casing. Further, the aspect of supplying or releasing the fluid from the at least one elastomeric diaphragm varies the stiffness of the pneumatic mount.

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 characteristic 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 illustrates a perspective view of a pneumatic mount for dampening vibrations in a vehicle, in accordance with an embodiment of the present disclosure.

Figure 2 is a cut sectional view of the pneumatic mount with a system for dampening vibrations in the vehicle, in accordance with an embodiment of the present disclosure.

Figure 3 is a flow chart of the method for dampening vibrations in the vehicle, in accordance with an embodiment of the present disclosure.

Figure 4 is a graphical comparison of stiffness from the pneumatic mount in the present disclosure with the stiffness from the conventional mounts.

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 system and method for dampening vibrations in a vehicle without departing from the principles of the disclosure described herein.

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 hereinafter 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 system 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 herein to mean “serving as an example, instance, or illustration.” Any embodiment or implementation of the present subject matter described herein 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 inclusions, such that a system 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 device or mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism.

In an embodiment, powertrain may herein be defined as an assembly of multiple components that are configured to collectively push the vehicle forward. The powertrain creates power from the engine and delivers it to the wheels of the vehicle. The components of a powertrain may include an engine, transmission, driveshaft, axles, and differential.

In an embodiment, the phrase “acceleration of engine”/ “acceleration of powertrain” and the phrase “acceleration of chassis” elaborate the movement of the engine/powertrain and the chassis with reference to a fixed condition. For instance, the phrase “acceleration of engine” may herein describe that the engine as a whole, moves with respect to the chassis at a particular acceleration. The phrase “acceleration of engine” must not mis-interpreted with the acceleration or performance offered by the engine and the movement of the engine with respect to a fixed component must be considered.

In an embodiment, the word “fluid” may be at atmospheric air. However, atmospheric air must not be considered as a limitation and any other gas may also be used herein.

The following paragraphs describe the present disclosure with reference to Figs. 1 and 4. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle including powertrain and the chassis is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the system and the method as disclosed in the present disclosure may be used in any vehicles that employs/includes at least one starter motor associated with the engine of the vehicle, where such vehicle may include, but not be limited to, light duty vehicles, passenger vehicles, commercial vehicles, and the like.

Figure 1 illustrates a perspective view of a pneumatic mount (100) for dampening vibrations in a vehicle [not shown in figures]. Figure 2 is a cut sectional view of the pneumatic mount (100) with a system (200) for dampening vibrations in the vehicle. Plurality of pneumatic mounts (100) [herein after referred to as the pneumatic mount] may be used in the vehicle for dampening vibrations. The pneumatic mount (100) may include a casing (1). The casing (1) may be defined by a first surface (1a) and a second surface (1b). The first surface (1a) may be a top surface of the casing (1) and the second surface (1b) may be a bottom surface of the casing (1). The first surface (1a) of the casing (1) may be fixedly mounted to one of the components of the powertrain whereas the second surface (1b) of the casing (1) may be fixedly mounted to a chassis of the vehicle. In this particular embodiment, the first surface (1a) of the casing (1) is fixedly mounted to the engine of the vehicle and the second surface (1b) of the casing (1) is fixedly mounted to the chassis of the vehicle.

In an embodiment, multiple casings (1) may be configured together or fitted together. The casing (1) of the pneumatic mount (100) may be of any material that is subjected to minimal deformation under high frequency vibrations. The material may possess high ductile strength and may be configured to not disintegrate under high frequency vibrations. Additionally, the casing (1) may be of a material which inherently absorbs or dampens the vibrations from the powertrain. The shape of the casing (1) is herein be configured to be circular however, the shape of the casing (1) must not be considered as a limitation. In an embodiment, the casing (1) may be provided with mounts that facilitate the connection to the engine and the chassis of the vehicle. The mounts may herein be fasteners however, any other means that enables a removable and/or a non-removable connection between the engine and the chassis may be used.

With reference to the Fig. 2, the casing may include at least one elastomeric diaphragm (2) [hereinafter referred to as the elastomeric diaphragm]. The elastomeric diaphragm (2) may be defined by a cavity (2a) for receiving a fluid. The elastomeric diaphragm (2) may be positioned inside the casing (1). The elastomeric diaphragm (2) may be positioned to lie proximal to an inner surface of the casing (1) and the elastomeric diaphragm (2) may extend throughout the circumference of the casing (1). In this particular embodiment, the elastomeric diaphragm (2) may be configured inside the casing (1) such that the length of the elastomeric diaphragm (2) is significantly greater than the width of the elastomeric diaphragm (2). The elastomeric diaphragm (2) may be fluidly connected to a modulator valve (4) and the modulator valve (4) may be configured to supply and release fluid from the cavity (2a) of the elastomeric diaphragm (2). The modulator valve (4) may be connected to a fluid tank [not shown] and the fluid from the fluid tank maybe directed into the cavity (2a) of the elastomeric diaphragm (2). The modulator valve (4) may be connected to a control unit (7) and the operation of the modulator valve (4) may be controlled by the control unit (7). For instance, the control unit (7) may operate the modulator valve (4) to direct fluid from the fluid tank into the elastomeric diaphragm (2) or the control unit (7) may operate the modulator valve (4) to release fluid from the elastomeric diaphragm (2) to the atmosphere. The elastomeric diaphragm (2) may be configured to expand and contract in size. The elastomeric diaphragm (2) in the contracted state or in the condition where the volume of fluid is low corresponds to low stiffness from the elastomeric diaphragm (2). Further, elastomeric diaphragm (2) in the expanded state or in the condition where the volume of fluid is high, corresponds to increased stiffness from the elastomeric diaphragm (2). The stiffness of the elastomeric diaphragm (2) may be directly proportional to the volume of fluid inside the cavity (2a) of the elastomeric diaphragm (2). Consequently, the stiffness offered by the elastomeric diaphragm (2) may also be varied by regulating the volume of the fluid inside the cavity (2a) of the elastomeric diaphragm (2). The volume of fluid that is directed into the elastomeric diaphragm (2) may be regulated by the control unit (7). The control unit (7) may regulate the modulator valve (4) to either increase the volume of the air or to reduce the volume of the air in the elastomeric diaphragm (2) based on the required stiffness of the pneumatic mount (100). The elastomeric diaphragm (2) may include a pressure sensor (9) for monitoring the pressure of the fluid inside the cavity (2a) of the elastomeric diaphragm (2). The pressure sensor (9) may be connected to the control unit (7) and the control unit (7) may monitor the pressure of the elastomeric diaphragm (2). The control unit (7) may operate the modulator valve (4) to release the fluid from the elastomeric diaphragm (2) if the pressure in the cavity (2a) of the elastomeric diaphragm (2) is excessive. The pressure inside the cavity (2a) of the elastomeric diaphragm (2) is preferably maintained in the range of 7 bar to 10 bar.

In an embodiment, the elastomeric diaphragm (2) and the dampener (3) are molded within the casing (1). In an embodiment, the modulator valve (4) may be positioned inside the elastomeric diaphragm (2) or may also be positioned outside the elastomeric diaphragm (2). In an embodiment, the fluid from the elastomeric diaphragm (2) may be re-directed back into the fluid tank. In an embodiment, elastomeric diaphragm (2) may be defined in the shape of a trapezoid however, the shape of the elastomeric diaphragm (2) must not be considered as a limitation. In an embodiment, elastomeric diaphragm (2) may be made of highly flexible materials including but not limited to elastomers.

The pneumatic mount (100) may also include at least one dampener (3) [hereinafter referred to as the dampener]. The dampener (3) may also be positioned within the casing (1). The casing (1) may include a support member (8). The support member (8) may extend throughout the length of the casing (1) and the support member (8) may extend along a center of the casing (1). The dampener (3) may be positioned along a substantially central region of the casing (1) and the dampener (3) may be supported by the support member (8) of the casing (1). A top region of the dampener (3) may be supported by the support member (8) and the dampener (3) may be defined by a flange (3a) along a lower region. The length of the flange (3a) may be substantially equal to the thickness of the elastomeric diaphragm (2). The elastomeric diaphragm (2) may be positioned on the flange (3a) of the dampener (3). A bottom surface of the elastomeric diaphragm (2) may be positioned on flange (3a) of the dampener (3) and a top surface of the elastomeric diaphragm (2) may be configured to lie in contact with the inner surface of the casing (1). Further, the dampener (3) may be positioned adjacent to the elastomeric diaphragm (2) and the dampener (3) may be configured to lie substantially parallel to the elastomeric diaphragm (2). The dampener (3) may provide stiffness in lateral directions. The total stiffness of the pneumatic mount (100) may be equivalent stiffness of the elastomeric diaphragm (2) and the stiffness of the dampener (3). Consequently, the total dampening offered by the pneumatic mount (100) may be equivalent dampening of the elastomeric diaphragm (2) and the dampening of the dampener (3). In an embodiment, dampener (3) similar to the elastomeric diaphragm (2) may also be of a flexible material including but not limited to the elastomeric material.

In an embodiment, the dampener (3) may be positioned adjacent to the elastomeric diaphragm (2) and the dampener (3) may be configured to lie substantially in a series configuration with respect to the elastomeric diaphragm (2). In this embodiment, multiple dampers (3) and elastomeric diaphragms (2) may be alternatively stacked on top the other inside the casing (1).

The system (200) may also include a first sensor (5) and a second sensor (6). The first sensor (5) and the second sensor (6) may be accelerometers. The first sensor (5) may be configured to lie on the first surface (1a) of the casing (1) and the second sensor (6) may be positioned on the second surface (1b) of the casing (1). The first sensor (5) may be positioned between the engine and the top surface (1a) of the casing (1). The second sensor (6) may be positioned between the bottom surface (1b) of the casing (1) and the chassis of the vehicle. In an embodiment, the first sensor (5) may be mounted on the engine and the second sensor (6) may be mounted on the chassis of the vehicle. The first sensor (5) and the second sensor (6) in this particular embodiment may be accelerometers. The first sensor (5) may be configured to generate a signal that corresponds to the acceleration of the engine and the second sensor (6) may be configured to generate a signal that corresponds to the acceleration of the chassis of the vehicle. The first sensor (5) and the second sensor (6) may be connected to the control unit (7). The control unit (7) may be configured to receive the signals from the first sensor (5) and the second sensor (6) which correspond to the acceleration of the engine and the acceleration of the chassis, respectively. The control unit (7) determines the acceleration of the engine based on the signal from the first sensor (5) and the control unit (7) also determines the acceleration of the chassis based on the signals from the second sensor (6). The phrase “acceleration of the chassis” herein refers to the speed at which chassis is displaced during the acceleration of an idle state of the vehicle. The phrase “acceleration of the engine” herein refers to the movement of the engine with respect to the chassis of the vehicle.

The acceleration of the engine determined from the signals received by the first sensor (5) may be herein after defined as the first acceleration (a1) and the acceleration of the chassis determined from the signals received by the second sensor (6) may be herein after defined as the second acceleration (a2). The control unit (7) may be configured to determine a ratio of second acceleration (a2) to the first acceleration (a1). The ratio of the second acceleration (a2) to the first acceleration (a1) corresponds to the ratio of acceleration of the chassis to the acceleration of the engine in the vehicle.

The control unit (7) may also be configured to determine a displacement of the engine and the chassis. The determined first acceleration (a1) which corresponds to the acceleration of the engine may be used to determine the displacement of the engine. For instance, the displacement is equal to velocity (u) times time (t), plus ½ times acceleration (a) times time squared (t2). The displacement that is to be determined is represented in the below equation numbered 1.
s = ut + ½at2 …………….equation 1
where, s = displacement
u = velocity
a = acceleration and
t = time.

Further, the velocity required for determining the displacement may be determined by multiplying the acceleration in a pre-determined time which is represented in the below equation numbered 2.

u = at……………equation 2

where, u = velocity
a = acceleration and
t = time.

The above determined velocity from the equation number 2 may be substituted in the equation number 1 along with the determined acceleration and the pre-determined time to obtain displacement.

For instance, if the displacement of the engine is to be determined, the first acceleration (a1) which corresponds to the acceleration of the engine may be used. The first acceleration (a1) may be substituted in the equation numbered 2 to obtain velocity. The determined velocity may further be substituted in the equation numbered 1 to determine the displacement of the engine. The displacement of the engine may be hereinafter referred to as first displacement (d1). Similarly, the displacement of the chassis which is herein after referred to as the second displacement (d2) may also be determined by based on the second acceleration (a1) which corresponds to the acceleration of the chassis. The control unit (7) may further determine the difference between first displacement (d1) and the second displacement (d2) which corresponds to the difference between the displacement of the engine and the displacement of the chassis, respectively.

In an embodiment, the first displacement (d1) and the second displacement (d2) may be determined by other known methods including but not limited to integration of the determined acceleration. In an embodiment, the acceleration determined from the first sensor (5) must not be limited to the engine of the vehicle. The first sensor (5) may be mounted on other components of the powertrain including but not limited to transmission, driveshaft, axles, differential etc. Accordingly, the first sensor (5) may determine the acceleration of the transmission, driveshaft, axles, and differential. In an embodiment, the first sensor (5) may be mounted on all the components of the powertrain and the first sensor (5) may determine the acceleration of all the components in the powertrain. Further, an overall acceleration of the powertrain may be computed from the determined acceleration of each of the components in the powertrain. In an embodiment, the control unit (7) may be configured to determine the ratio of the overall acceleration of the powertrain to the acceleration of the chassis.

Figure 3 is a flow chart of a method for dampening vibrations in the vehicle. The first step 301 in the method of dampening vibrations include the aspect of the control unit (7) receiving the signal from the first sensor (5) and the second sensor (6). The control unit (7) determines the first acceleration (a1) corresponding to the acceleration of the vehicle based on the signal that is received from the first sensor (5). Similarly, the control unit (7) determines the second acceleration (a2) corresponding to the acceleration of the vehicle based on the signal that is received from the second sensor (6). The control unit (7) subsequently determines the first displacement (d1) and the second displacement (d2) based on the first acceleration (a1) and the second acceleration (a2) as described above.

The second step 302 involves the aspect of determining the difference between the first displacement (d1) and the second displacement (d2). The control unit (7) may determine the difference between the first displacement (d1) and the second displacement (d2) and the control unit (7) may subsequently check if the difference is less than 5 mm as detailed in the below equation numbered 3.

d1-d2 < 5 mm……………..equation 3.

As described above, the control unit (7) may determine the difference between the displacement of the engine and the displacement of the chassis which corresponds to the difference between the first displacement (d1) and the second displacement (d2). The control unit (7) determines if the difference between the first displacement (d1) and the second displacement (d2) is less than 5 mm. If the determined displacement is less than 5 mm, the control unit (7) interprets that the vibrations are being dampened to the required extent and the displacement of the engine and chassis due to vibrations is in the required limits. However, if the difference between the displacement of the engine and the displacement of the chassis is greater/more than 5 mm, the control unit (7) interprets that there is increased movement of the engine with respect to the chassis and there is less vibration dampening. The control unit (7) may further interpret that the stiffness of the pneumatic mount (100) is low and consequently, the difference between the displacement of the engine and the displacement of the chassis is greater than 5 mm. Subsequently, the control unit (7) may operate the modulator valve (4) to allow the fluid into the cavity (2a) of the elastomeric diaphragm (2). The control unit (7) may simultaneously monitor the pressure inside the cavity (2a) through the pressure sensor (9). As the fluid flows into the elastomeric diaphragm (2), the elastomeric diaphragm (2) expands, and the stiffness offered by the elastomeric diaphragm (2) also increases. Since the stiffness offered by the elastomeric diaphragm (2) in increased, the overall stiffness offered by the pneumatic mount (100) also increases. Consequently, increased stiffness of the pneumatic mount (100) prevents the displacement of the engine and the chassis. The pneumatic mount (100) with increased stiffness causes the engine to be firmly held with the chassis with minimal movement or displacement. The control unit (7) may subsequently check again if the if the determined difference between the first displacement (d1) and the second displacement (d2) is less than 5 mm. If the above condition that is illustrated in the equation number 3 is not true, the control unit (7) may operate the modulator valve (4) to increase the supply of the fluid into the elastomeric diaphragm (2) and to increase the stiffness of the pneumatic mount (100).

Further, if the determined difference between the first displacement (d1) and the second displacement (d2) is less than 5 mm, the control unit (7) proceeds to the third step 303. The control unit (7) in the step 303 may determine the ratio of the second acceleration (a2) to the first acceleration (a1). The control unit (7) may subsequently compare if the determined ratio of the second acceleration (a2) to the first acceleration (a1) is less than 0.05. The above-described condition is also illustrated in the below equation numbered 4.
a2/a1 < 0.05…………..equation 4.

If the determined ratio of the second acceleration (a2) to the first acceleration (a1) is less than 0.05, the control unit (7) interprets that the vibrations are being dampened to the required extent and the displacement of the engine and chassis due to vibrations is in the required limits. Consequently, the control unit (7) maintains the same pressure in the elastomeric diaphragm (2). The control unit (7) maintains the same pressure in the elastomeric diaphragm (2) only if both the conditions illustrated in the equation number 3 and the equation number 4 are true. The control unit (7) operates the modulator valve (4) and maintains the same pressure in the elastomeric diaphragm (2) only, when the difference between the displacement of powertrain and the displacement of chassis is less than 5 mm and ratio of acceleration of the chassis to the acceleration of powertrain is less than 0.05. Further, if the ratio of the second acceleration (a2) to the first acceleration (a1) is greater/more than 0.05, the control unit (7) interprets that there is less vibration damping. The control unit (7) may interpret that the stiffness of the pneumatic mount (100) is high and consequently, the ratio of the second acceleration (a2) to the first acceleration (a1) is greater than 0.05. Subsequently, the control unit (7) may operate the modulator valve (4) to release the fluid from the cavity (2a) of the elastomeric diaphragm (2). The control unit (7) may simultaneously monitor the pressure inside the cavity (2a) through the pressure sensor (9). As the fluid flows out of the elastomeric diaphragm (2), the elastomeric diaphragm (2) contracts, and the stiffness offered by the elastomeric diaphragm (2) reduces. Since the stiffness offered by the elastomeric diaphragm (2) in reduced, the overall stiffness offered by the pneumatic mount (100) also reduces. Consequently, the ratio of the second acceleration (a2) to the first acceleration (a1) reduces. The control unit (7) may constantly receive signals from the first sensor (5) and the second sensor (6). The control unit (7) may constantly monitor the ratio of the second acceleration (a2) to the first acceleration (a1). Further, the control unit (7) may operate the modulator valve (4) to stop releasing the fluid from the elastomeric diaphragm (2) when the ratio of the second acceleration (a2) to the first acceleration (a1) drops below 0.05. If the above condition that is illustrated in the equation number 4 is not true, the control unit (7) may operate the modulator valve (4) to release the fluid from the elastomeric diaphragm (2) and to reduce the stiffness of the pneumatic mount (100).

Figure 4 is a graphical comparison of stiffness from the pneumatic mount (100) in the present disclosure with the stiffness from the conventional mounts. As clearly seen from the Figure 4, the stiffness of the conventional elastomeric mounts and passive pneumatic mounts increases exponentially with the increase in frequency of vibrations. However, the stiffness of the pneumatic mount (100) in the present disclosure reduces with increase in frequency of vibrations. The stiffness to frequency curve exhibited by the pneumatic mount (100) of the present disclosure (curve 3) is similar or close to the ideal stiffness to frequency curve for mounts in the vehicle (curve 4). The stiffness offered by the pneumatic mount (100) of the present disclosure is high when the engine is in an idle condition. However, the stiffness of the pneumatic mount (100) reduces significantly when frequency of vibrations increases in the vehicle.

In an embodiment, the control unit (7) may factor in the stiffness offered by the dampener (3) for varying the pressure in the cavity (2a) of the elastomeric diaphragm (2). The control unit (7) may consider the overall stiffness as the sum of the stiffness offered by the elastomeric diaphragm (2) and the stiffness offered by the dampener (3) in the lateral direction. The control unit (7) may supply or release air from the elastomeric diaphragm (2) to satisfy the conditions described in the equation number 3 and the equation number 4, based on the overall stiffness of the pneumatic mount (100).

In an embodiment, the system (200) described in the present disclosure may actively dampen the vibrations induced in the powertrain and may reduce the vibrations that are transmitted to the cabin of the vehicle. The vibrations from the powertrain may be dampened and the vibrations generated due to vehicle traversing on un-even surfaces may also be dampened in real time. The control unit (7) may determine the acceleration of the engine and the acceleration of the chassis in real time as the vehicle traverses over un-even surfaces. Based on the determined acceleration, the control unit (7) may constantly operate the modulator valve (4) to vary the stiffness of the elastomeric diaphragm (2) and the stiffness of the pneumatic mount (100). Thereby, the vibrations at any given frequency are actively dampened. The vibrations that may vary constantly as the vehicle traverses over un-even surfaces are also actively dampened since, the dampening or variation in stiffness of the pneumatic mount (100) is regulated by the control unit (7), based on the determined acceleration of the engine and the chassis in real time. Consequently, the dampening offered by the pneumatic mount (100) is efficient since, the system (200) automatically adapts the dampening effect of the pneumatic mount (100) to the vibrations in the vehicle. Further, the pneumatic mount (100) of the present disclosure is not prone to leakages and pre-mature failures as in the case of conventional mounts.

Equivalents

With respect to the use of substantially any plural and/or singular terms herein, 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 herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, 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 herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein 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:

Description Referral numerals
Casing 1
First surface 1a
Second surface 1b
Elastomeric diaphragm 2
Cavity 2a
Dampener 3
Modulator valve 4
First sensor 5
Second sensor 6
Control unit 7
Support member 8
Pneumatic mount 100
System 200