With the further development of the automotive industry, the traditional vibration isolation method is difficult to meet the requirements for wide frequency bands under multiple operating conditions, the active control mount (ACM) is gradually paid attentions, and the control algorithm plays a decisive role. In this paper, the ACM with oscillating coil actuator (OCA) is taken as the object, and the comparative study of the control algorithms is performed to select the optimal one for ACM. Through the modelling of ACM, the design of controller and the system simulations, the force transmission rate is used to compare the vibration isolation performance of the nine control algorithms, which are least mean square (LMS) adaptive feedforward control, recursive least square (RLS) adaptive feedforward control, filtered reference signal LMS (FxLMS) adaptive control, linear quadratic regulator (LQR) optimal control, H₂ control, H_∞ control, proportional integral derivative (PID) feedback control, fuzzy control and fuzzy PID control. In summary, the FxLMS adaptive control algorithm has the better performance and the advantage of easier hardware implementation, and it can apply in ACMs.

The active hydraulic mount with solenoid actuator (AHM-SNA) does not require permanent magnets, is of low cost, and has attracted wide attention. This paper focuses on each link of the secondary path in AHM-SNA, the transfer functions (TFs) were studied one by one, and a simple and efficient expression for the total secondary path is discussed. First, based on the mathematical model of the hydraulic mount with inertia track and decoupling membrane, the TF from actuator active force to output force at frame side was analyzed, the results show that the TF was constant in the mid-frequency band. Second, based on the geometric parameters and cone air gap of solenoid actuator, it was obtained that the TF from the square of current to actuator active force is also constant; based on the relationship that the active force frequency is twice of the harmonic current frequency, the full-wave-rectified current was introduced. Utilizing the fact that the second harmonic component of the current is the main component, it was concluded that the total TF of the secondary path from current to active force and then to output force at frame side was constant in the mid-frequency band. Finally, two sets of experiments with full-wave-rectified current as the excitation were carried out, and the analytical conclusion was verified that the TF of the secondary path was constant as a proportional link and was convenient for the active control algorithms.