Movement controlling strut

Abstract: A strut for limiting movement and vibration of a motor vehicle engine comprises flexible walls (24B) respectively supporting pins (not shown) which are connected to the engine and the body member respectively. As engine movement of vibration takes place, the walls (24B) flex changing the relative volumes of fluid-containing chambers (28 and 30;32 and 34). Helical fluid pressure communication channels (58,60) interconnect the chambers at opposite ends of the strut and control and limit the flexing of the flexible walls (24B) and thus control and limit the movement and vibration of the engine. A further such channel (not shown) can be added which incorporates a movable piston for transmitting the fluid pressure, the piston being lockable to interrupt pressure transmission.

Description: The invention relates to a strut for controlling movement between two bodies between which it extends in use, comprising a first support flexibly supported on the strut for receiving a first member connected to one body, a second support flexibly supported on the strut for receiving a second member connected to the other body, chambers containing hydraulic fluid and respectively associated with the first and second supports such that movement of each support relative to the strut changes the effective volumes of the chambers, and a fluid pressure communication arrangement placing the chambers respectively associated with the first and second supports in fluid pressure communication with each other, such that movement of each of the supports relative to the strut causes a corresponding pressure to be transmitted by the fluid flow communication arrangement to oppose any consequent movement of the other of the supports relative to the strut. Such a strut is shown in DE-A-3 529 199. In this arrangement, a pipe continuously connects the chambers respectively associated with the first and second supports. A similar arrangement is shown in EP-A1-0 192 380, where the fluid pressure communication arrangement comprises separate fluid pressure communication channels connected, in parallel with each other, between the chambers respectively associated with the first and second supports. However, although such arrangements may provide adequate damping and certain frequencies, the damping provided may not be satisfactory over the whole of the frequency range in which vibrations can occur. The invention aims to overcome this problem. Accordingly, the strut as first set forth above is characterised in that at least one of the fluid pressure communication channels incorporates a control device selectively operable to switch that channel out of operation by blocking transmission of fluid pressure therealong, and at least one other of the fluid pressure communication channels providing continuous communication between the chambers respectively associated with the first and second supports. Movement-controlling struts embodying the invention for damping movement of a motor vehicle engine relative to the body on which it is supported will now be described, by way of example only, with reference to the accompanying diagrammatic drawings in which:- Figure 1 is a diagrammatic perspective view showing an engine supported in a motor vehicle body and illustrating a known form of movement-limiting strut; Figure 2 is an end view of part of Figure 1, showing the known movement-limiting strut; Figure 3A is a cross-section on the line IIIA-IIIA of Figure 3B and showing one of the movement-limiting struts embodying the invention; Figure 3B is a partial section on the line IIIB-IIIB of Figure 3A; Figures 4a and 4b are curves illustrating the performance of the movement-limiting strut of Figures 3A and 3B but on the assumption that one of its fluid communication channels is ineffective; and Figures 5A and 5B correspond to Figures 3A and 3B respectively but showing a further modification. The struts to be described are used for limiting the amplitude of the movement of a motor vehicle engine and a vehicle body. Normally, such an engine is elastically carried by flexible supports such as made of rubber. These supports permit movement of the engine relative to the vehicle body under the influence of various stresses, and, in particular, under the influence of sudden variations of engine torque. In order to control such relative movement, it is known to use a movement-limiting strut such as shown at 5 in Figures 1 and 2. In these Figures, the vehicle engine is shown at 6 and is supported by flexible supports 8, incorporating rubber, on chassis or body members 10. As shown in Figure 2, the strut 5 comprises pins 12 and 14 connected together by a rigid extension 16. Each pin is mounted within a respective end of the strut by means of a respective rubber sleeve or similar structure. In such known forms, the rubber sleeves or structures are made of cellular rubber ensuring relatively high flexibility and thus providing good filtering of high-frequency, low-amplitude vibrations of the engine. However, when the engine torque changes substantially (when a sudden load is applied to or by the engine for example), the cells of the rubber become deformed and closed. The effect of this is to increase the overall rigidity of the strut, thus preventing or severely limiting movement of the engine. Filtration of the engine's vibrations becomes very poor and they are transmitted to the body. If the pins 12 and 14 are too flexibly mounted, engine movement will be insufficiently controlled. If they are too rigidly mounted, vibration filtration will be poor. It is therefore necessary to compromise between these two extremes and design is complicated by the distorting effect of the continuously existing ("permanent") engine torque when the engine is running. Furthermore, the rod provides only limiting damping, this being produced solely by the hysteresis of the rubber sleeves. The movement-limiting strut shown in Figures 3A and 3B (which illustrate the strut turned through a right angle as compared with Figure 2) has a central rigid arm arrangement 54,56 (to be described below) which is connected to two rigid open ended cylinders 50,52 in the form of castings. Mounted within each cylinder 50,52 is a rubber structure 24 in the form of a closed cylindrical rubber membrane integral with a rubber dividing wall 24B. The latter centrally support a metal sleeve 26. The rubber membranes thus define two closed and separate hollow chambers 28 and 30 at one end of the rod and two similar closed and separate chambers 32 and 34 at the other end. In use, pins corresponding to pins 12 and 14 (see Figure 2) respectively pass through the two sleeves 26 and are secured to the engine and the body respectively. The chambers 28,30,32,34 are filled with hydraulic fluid. Chamber 28 is in fluid communication with chamber 34 via a connecting channel 58, while chamber 30 is in fluid communication with chamber 32 via a channel 60. Channels 58 and 60 are formed as helical passageways in the rigid members 54 and 56 which are secured to the castings 50 and 52 by means not shown. In addition, and as shown in Figure 3A, a hollow cylinder is formed between the two members 54 and 56 by means of a flexible cylindrical membrane 70. At one end, this cylinder is in fluid connection with chamber 30 and at its other end it is in fluid communication with chamber 34. A piston 72 is slidable within the cylindrical membrane 70. In use, vibration of the engine relative to the body causes the connecting walls 24B between pairs of chambers at each end of the strut 20 to flex in a generally vertical direction as viewed in the Figures. As such deformation takes place, fluid circulates between chamber 28 and chamber 34 through channel 58, and between chamber 30 and chamber 32 through channel 60. In addition, when the relative volumes of chambers 30 and 34 change, as such vibration takes place, a transfer of fluid pressure between these chambers occurs as piston 72 slides within the cylindrical membrane 70. This transfer of fluid pressure takes place at the same time as the transfer of fluid through channels 58 and 60. By appropriately controlling the lengths of the channels 58 and 60 and their diameters, required damping characteristics and vibration filtration characteristics can be obtained. The "permanent" engine torque will cause a corresponding deformation of the walls 24B and there will thus be a continuing difference between the effective volumes of the two chambers at each end of the strut while the engine is running. This is compensated for by the resulting transfer of hydraulic fluid through the channels 58 and 60. The passageways 58,60 can be formed by helically arranged channels and a central barrier around which the fluid circulates. The helical formation of the passageways 58 and 60 enables their lengths to be adjusted to give the appropriate characteristics. The flow of hydraulic fluid along the channels produces a low frequency phase shift. Figure 4a shows two curves of the relationship between damping, plotted on the vertical axis, against frequency of vibration plotted along the horizontal axis - but assuming that the fluid communication between chambers 30 and 34 via the cylindrical membrane 70 is completely ineffective. In the upper curve, damping is represented by loss factor L while in the lower curve, it is represented by dynamic stiffness D. The curves shown in Figure 4a were obtained by measurements based on a vibration amplitude of plus or minus one millimetre and it is assumed that there is no preload on the strut. As shown, the damping is very effective, reaching a maximum at a very low vibration frequency (about 3 Hz). Figure 4b shows the corresponding curves (again for vibration amplitudes of plus or minus 1mm) when a significant preload is applied to the strut, as by the permanent torque of the running engine. A comparison of Figures 4a and 4b shows that the effect of this preload is to reduce the maximum damping and to cause it to occur at a significantly higher frequency (about 34Hz). Obviously, it is desirable to limit the amount by which the maximum damping is reduced, and the frequency at which the maximum damping occurs is increased, when preload occurs. However, at certain frequencies, "hydraulic lock" will occur in the communication channels 58 and 60. This effect produces high damping at low frequencies and is acceptable. However, at higher frequencies the rigidity which it produces in the strut is harmful and produces a degradation of vibration filtering. The communication provided via the cylindrical membrane 70 is concerned with overcoming this problem. Normally, transfer of fluid pressure between chambers 30 and 34 can take place via cylindrical member 70. However, the piston 72 can be locked against movement. This is achieved by arranging for membrane 70 to bridge over a chamber 74 formed by a shallow channel which is cut in the connecting members 54 and 56. By means not shown, the pressure within the chamber 74 can be varied such as by transferring a gas or liquid to or from this chamber. When the pressure in the chamber 74 is increased, the membrane 70 flexes and locks the piston 72 against further movement. Transfer of fluid pressure between chambers 30 and 34 is thus blocked. In this way, more complex control can be exerted over the damping characteristics of the strut. As shown in Figure 3A at 62, excessive movements of the flexible walls 24B are prevented by rubber buffers. Figures 5A and 5B show an arrangement corresponding generally to that shown in Figures 3A and 3B. However, in this case there are two cylindrical membranes 70A and 70B and each has its own separately slidable piston 72A and 72B. The chamber formed by cylindrical membrane 70A is in fluid communication at its respective ends with chambers 30 and 32, while the chamber formed by cylindrical membrane 70B is in fluid communication at its respective ends with chambers 28 and 34. Pistons 72A and 72B can be independently locked against movement by increasing the pressure within respective channels 74A and 74B. The arrangement in Figures 5A and 5B therefore provides additional control compared with that of Figures 3A and 3B.

Claims: A strut for controlling movement between two bodies (6,10) between which it extends in use, comprising a first support (26) flexibly supported on the strut (5) for receiving a first member (12) connected to one body, a second support (26) flexibly supported on the strut (5) for receiving a second member (14) connected to the other body (10), chambers (28,30,32,34) containing hydraulic fluid and respectively associated with the first and second supports (26,26) such that movement of each support (26,26) relative to the strut (5) changes the effective volumes of the chambers (28,30,32,34), and a fluid pressure communication arrangement (58,60,70,70A,70B) placing the chambers (28 and 30;32 and 34) respectively associated with the first and second supports (26,26) in fluid pressure communication with each other, such that movement of each of the supports (26,26) relative to the strut (5) causes a corresponding pressure to be transmitted by the fluid flow communication arrangement (58,60,70,70A,70B) to oppose any consequent movement of the other of the supports (26,26) relative to the strut (5), the fluid pressure communication arrangement comprising separate fluid pressure communication channels (58,60;70;70A,70B) connected, in parallel with each other, between the chambers (28,30,32,34) respectively associated with the first and second supports (26,26), characterised in that at least one (70;70A;70B) of the fluid pressure communication channels incorporates a control device (72;72A;72B) selectively operable to switch that channel (70;70A,70B) out of operation by blocking transmission of fluid pressure therealong, and at least one other (58,60) of the fluid pressure communication channels providing continuous communication between the chambers (28,30,32,34) respectively associated with the first and second supports (26,26). A strut according to claim 2, characterised in that the said one other of the channels (58,60) providing the continuous communication is a helically shaped channel. A strut according to claim 1, characterised in that there is a respective pair of chambers (28 and 30; 32 and 34) associated with each support (26,26) such that movement of each support (26,26) relative to the strut (5) increases the volume of one of the pair of chambers (28 and 30; or 32 and 34) associated with that support (26) and decreases the volume of the other of that pair of chambers (28 and 30; or 32 and 34), and in that there are two said other fluid pressure communication channels, one being a first pipe (58) continuously connecting one (28) of one pair (28,30) of the chambers with the corresponding one (34) of the other pair (32,34) of the chambers, and the other being a second pipe (60) continuously connecting the other (30) of one pair (28,30) of the chambers with the corresponding other one (32) of the other pair (32,34) of chambers. A strut according to claim 3, characterised in that each of the pipes (58,60) is helical. A strut according to claim 3 or 4, characterised in that the chambers of each pair (28,30;32,34) are separated by respective flexible walls (24B,24B) carrying the respective supports (26,26) such that each flexible wall (24B,24B) flexes with respect to the strut (5) as the corresponding support (26,26) moves relative to the strut (5). A strut according to claim 5, characterised by stops (62,64,66) for limiting movement of the flexible walls (24B,24B) relative to the strut. A strut according to any preceding claim, characterised in that the said one fluid pressure communication channel (70;70A,70B) includes an open-ended flexible-walled cylinder for transmitting the said fluid pressure, and in that the control device comprises a piston (72;72A,72B) slidable within the flexible-walled cylinder and a device (74;74A,74B) for controllably distorting the flexible wall (70;70A,70B) for blocking movement of the piston (72;72A,72B). A strut according to any one of claims 4 to 6, characterised in that the fluid pressure communication channels include a further fluid pressure communication channel having a control device (72B) selectively operable to switch that channel (70B) out of operation by blocking transmission of fluid pressure therealong (70B), the said one (70A) channel connecting one of one pair of the chambers (28,30) with the corresponding one of the other pair of chambers (32,34), and the said further channel (70B) connecting the other of one pair of the chambers (28,30) with the corresponding other one of the other pair of chambers (32,34). A strut according to claim 8, characterised in that each of the said one (70A) and the said further (70B) fluid pressure communicating channels comprises a respective open-ended flexible-walled cylinder (70A,70B) for transmitting the said fluid pressure, and in that the control device of each such channel comprises a piston (72A,72B) slidable within each flexible-walled cylinder (70A,70B) and a device (74A,74B) for controllably distorting the flexible wall (70A,70B) for blocking movement of the piston (72A,72B).

Inventors: BAUDRIT PATRICK, BLAIS JEAN-PIERRE, FORT PATRICE, BAUDRIT, PATRICK, BLAIS, JEAN-PIERRE, FORT, PATRICE
Applicants: DRAFTEX IND LTD, DRAFTEX INDUSTRIES LIMITED
Application year: 1990
Main classification: F16F15
IPC codes: B60K5, F16F15, F16F13