## 1 Introduction  
In order to have a better function of vibration isolation, support and limit, the mount needs to exhibit large stiffness and damping at low frequency to attenuate the large amplitude vibration. When excited at high frequency, it needs to exhibit small stiffness and damping to effectively isolate small amplitude vibration to get low noise level. Since 1920 [1], rubber mount had been used for vibration isolation of automotive powertrain. However, there are some issues such as insufficient damping at low frequency and large stiffness at high frequency. Passive hydraulic engine mounts (HEMs) have experienced three generations of evolution: from the HEMs with orifice or inertia track (IT), to the HEMs with IT and decoupling membrane (DM) or decoupling disk, then to the HEMs with IT, DM and disturbing disk (DD). While maintaining large damping at low frequency, it has realized low stiffness and small damping at high frequencies [2, 3], which brings the passive mount performance to their upper limits. In recent years, automobile lightweight has gradually become a development trend. The significant increase in engine power density, the adoption of variable displacement engine (VDE) for improving fuel economy, and new requirements to further improve dynamic comfort, traditional passive mount cannot meet the increasingly stringent requirements of vibration isolation. In this way, semiactive control mounts are gradually receiving attention from the automotive industry researchers. A semiactive hydraulic mount based on two-state control of the solenoid valve ON and OFF can optimize the low-frequency and high-frequency dynamic characteristics, respectively [4], but that only two states being adjustable limits its performance. Correspondingly, the vibration isolation performance of the active control mount (ACM) has been greatly improved [5]. The ACM control algorithms play a decisive role in its performance. Different researchers often use different control algorithms [6]. [PERSON] et al. designed a piezoelectric ACM, the actuator is in no need of bearing static load; the test showed that through the series arrangement, the ACM could significantly reduce the second-order vibration excitation [7]. Audi designed an electromagnetic ACM to solve the vibration problem caused by the V8 engine with only four cylinders operating under low load [8]. [PERSON] et al. proposed a linear oscillatory actuator applied to ACM, which has the characteristics of small permanent magnet and large output power. Simulations have verified the effectiveness of the designed actuator and control strategy [9]. [PERSON] et al. used an adaptive control method to improve the performance index of the suspension system [10]. [PERSON] et al. proposed fuzzy and adaptive fuzzy active suspension control strategies, and compared them with LQR, showing that the former had better control effects on providing smooth vertical motion [11]. [PERSON] designed a FxLMS controller for a four-cylinder turbo diesel engine, and evaluated the steady-state and transient performance of the ACM system through experiments, discovering that the chassis vibration was significantly reduced [12]. In summary, the current related technologies for ACM are still not mature enough, their vibration isolation effect needs to be enhanced and their applications are not extensive enough in the meantime. Therefore, it is of great significance to carry out related research based on ACM. Compared with other types of ACM, electromagnetic ACM has the advantages of compact structure and stable performance. Therefore, this paper chooses an active control mount with an oscillating coil actuator as the research object. In addition, many experts and scholars have done related research on the control algorithms of ACM system, but most of them only apply one or several control algorithms to ACM. While this paper focuses on explore the feasibility of control algorithms applied to ACM systems and lay the foundation for controller and product development.