## 6 Conclusions
\begin{tabular}{l l} \(F_{\text{ie}}(t)\) & force applied to the engine (N) \\ \(g\) & gap of MRF (mm) \\ \(H_{\text{m}}\) & magnetic field intensity (A \(\cdot\) mm\({}^{-1}\)) \\ \(l_{\text{i}}\) & inertia of the inertia track (N \(\cdot\) s \(\cdot\) m\({}^{-5}\)) \\ \(k_{\text{D}}(s)\) & drive point dynamic stiffness (N \(\cdot\) mm\({}^{-1}\)) \\ \(k_{\text{D}}^{\text{IMD}}(s)\) & drive point dynamic stiffness of the rubber isolator with TMD (N \(\cdot\) mm\({}^{-1}\)) \\ \(k_{\text{ie}}\) & equivalent stiffness of TMD (N \(\cdot\) mm\({}^{-1}\)) \\ \(k_{\text{T}}(s)\) & transfer dynamic stiffness (N \(\cdot\) mm\({}^{-1}\)) \\ \(k_{\text{T}}^{\text{IMD}}(s)\) & transfer dynamic stiffness of the rubber isolator with TMD (N \(\cdot\) mm\({}^{-1}\)) \\ \(K_{\text{l}}\) & bulk stiffness of lower chamber (N \(\cdot\) mm\({}^{-5}\)) \\ \(k_{\text{r}}\) & stiffness of the main rubber (N \(\cdot\) mm\({}^{-1}\)) \\ \(K_{\text{u}}\) & bulk stiffness of upper chamber (N \(\cdot\) mm\({}^{-5}\)) \\ \(k_{\text{r}}\) & effective area ratio due to magnetic field \\ \(L_{i}\) & length of inertia track (mm) \\ \(M\) & mass at engine side (kg) \\ \(M_{\text{ie}}\) & equivalent mass of TMD (kg) \\ \(p\) & wetted perimeter of the inertia track (mm) \\ \(p_{1}(t)\) & pressure of upper fluid chamber (Pa) \\ \(p_{2}(t)\) & pressure of lower fluid chamber (Pa) \\ \(para\) & equivalent parameter of TMD \\ \(Q_{\text{i}}(t)\) & flow rate of the inertia track (mm\({}^{3}\) \(\cdot\) s) \\ \(r_{\text{i}}\) & radius of the inertia track's neutral line (mm) \\ \(R_{\text{i}}\) & resistance in the inertia track (N \(\cdot\) s \(\cdot\) mm\({}^{-5}\)) \\ \(R_{\text{in}}\) & resistance in the inertia track of the nonlinear LPM (N \(\cdot\) s \(\cdot\) mm\({}^{-5}\)) \\ \(s\) & Laplace operator \\ \(T_{f}(L_{\text{i}},\omega)\) & transmissibility \\ tanh & hyperbolic tangent function \\ \(x\), \(x(s)\) & displacement of the engine side of the rubber isolator with TMD (mm) \\ \(x_{\text{e}}(t)\), \(X_{\text{e}}(s)\) & displacement of the engine side (mm) \\ \(y\) & displacement of the TMD mass side (mm) \\ \(P_{\text{i}}\) (\(i=1-5\)) & fixed point on frequency-dynamic stiffness \\ \(\Delta P_{\text{l}}\) & energy loss along the inertia track caused by the viscosity of the liquid (Pa) \\ \(\Delta P_{\text{d}}\) & local energy loss due to the sudden change in the cross-section of the fluid \\ \(\Delta P_{\text{l}}\) & flowing through the inlet and outlet (Pa) \\ \(\Delta P_{\text{l}}\) & pressure drop generated by inertia of fluid flow (Pa) \\ \(\Delta P_{\text{u}}\) & pressure drop caused by the viscosity of the fluid and the pressure drop caused by energy loss due to various reasons when the fluid flows through the inertia tracks (Pa) \\ \(\Delta P_{\text{r}}\) & pressure drop due to the yield stress of fluid (Pa) \\ \(\alpha\) & spiral lift angle of the moving plate \\ \(\alpha_{\text{e}},\beta_{\text{e}},\cdots,\gamma_{\text{e}}\) & index parameters \\ \(\mu\) & fluid kinematic viscosity (N \(\cdot\) s \(\cdot\) mm\({}^{-2}\)) \\ \(\rho\) & fluid density (kg \(\cdot\) mm\({}^{-3}\)) \\ \(\theta\) & rotation angle of the moving plate \\ \(\zeta_{\text{b}}\) & empirical formula for the bending effect resistance factor \\ \(\zeta_{\text{d1}}\) & local factor for the sudden contraction of the cross-section \\ \(\zeta_{\text{d2}}\) & local factor for the sudden expansion of the cross-section \\ \(\Phi\) & iron volume fraction \\ HEM & hydraulic engine mount \\ LPM & lumped parameter model \\ MR & magneto-rheological \\ ER & electric-rheological \\ subscript m & parameters with subscript m are the parameters of the MRF mount \\ \end{tabular}