GB2585027A

GB2585027A - A powertrain support mount assembly

Info

Publication number: GB2585027A
Application number: GB1909095.0A
Authority: GB
Inventors: David George Shynn Matthew; Pearce Alexander
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2019-06-25
Filing date: 2019-06-25
Publication date: 2020-12-30
Anticipated expiration: 2039-06-25
Also published as: GB2585027B; GB201909095D0

Abstract

A powertrain support mount 100 has a first bracket 110 for coupling to a support frame of a vehicle and a second bracket 120 with an attachment portion 124 for coupling to a powertrain component of the vehicle. One of the brackets 120 has an engagement feature 122, for example a pin, for engaging the other bracket 110 when the support frame is deflected during a vehicle collision to pull first bracket 110 away from second bracket 120. The engagement feature engages the other bracket 110 so that first bracket 110 applies a load to second bracket 120 and second bracket 120 fails under this load between the attachment portion and a position where the brackets engage, for example at a notch provided at a necked portion. A support structure with mount 100 and a support rail, and a vehicle with the mount or support structure, are also claimed.

Description

A powertrain support mount assembly

Technical Field

The present discloses relates to a powertrain support mount for a vehicle and is particularly, although not exclusively, concerned with a powertrain support mount configured to reduce dash intrusions during a collision of the vehicle.

Background

A powertrain for a vehicle, such as a motor vehicle, is typically coupled to a support frame of the vehicle by a plurality of engine mounts. One or more of the engine mounts may be configured to fail during a collision of the motor vehicle such that the powertrain becomes decoupled from the support frame at the mount and is displaced in a desirable manner during the collision.

With reference to Figure la, a motor vehicle 2 comprises a powertrain 4 and a support structure assembly 6. The support structure assembly 6 comprises a support rail 8 and a mount 10. A component 4a of the powertrain 4 is coupled to the support rail 8 by the mount 10. The mount 10 comprises a first bracket 10a coupled to the support rail 8 and a second bracket 10b coupled to the powertrain component 4a. The first and second mount brackets 10a, 10b are configured such that, during normal operation of the motor vehicle 2, loads are transferred from the powertrain 4 to the support rail 8 via the engine mount 10.

The support rail 8 forms part of a crash structure of the motor vehicle 2 and, as depicted in Figure lb, is configured to deform and buckle during a collision of the motor vehicle in order to dissipate energy from the collision. When the support rail 8 buckles, the first bracket 10a of the mount 10 may be pulled away from the second bracket 10b of the mount 10.

In some arrangements of the motor vehicle 2, an ancillary component, such as a brake master servo 12 may be provided adjacent, or close to, to the powertrain component 4a. The brake master servo 12 and the powertrain component 4a may be configured such that the powertrain component 4a moves past the brake master servo 12 without colliding with the brake master servo 12 when the powertrain component 4a is displaced during a collision of the vehicle 2. However, as shown in Figure lb, if the second bracket 10b of the mount 10 remains coupled to the powertrain component 4a during the collision, the second bracket 10b may collide with the brake master servo 12, causing the brake master servo 12 to be deflected and deform a dash panel 14 of the vehicle, intruding into a cabin of the motor vehicle.

Statements of Invention

According to an aspect of the present disclosure, there is provided a powertrain support mount assembly for a vehicle, such as a motor vehicle (e.g. car, van, truck, motorcycle etc.), marine vessel, aircraft or any other type of vehicle. The support mount assembly comprises: a first bracket configured to couple to a support frame of the vehicle; and a second bracket, the second bracket comprising an attachment portion, wherein the second bracket is configured to couple to a powertrain component of the vehicle at the attachment portion, wherein one of the first and second brackets comprises an engagement feature configured to engage the other of the first and second brackets when the support frame is deflected during a collision of the vehicle such that the first bracket is pulled away from the second bracket, the engagement feature engaging the other of the first and second brackets such that the first bracket applies a load to the second bracket, wherein the second bracket is configured to fail under the load applied by the first bracket at the attachment portion or at a position between the attachment portion and the position at which the first and second brackets engage.

The first and second brackets may be configured to couple together, e.g. at respective coupling portions of the first and second brackets, in order to transfer loads between the powertrain and the support frame during normal operation of the vehicle.

The support frame may be configured to deflect in a laterally outboard direction of the vehicle, e.g. at the position at which the first bracket is coupled to the support frame.

The engagement feature may comprise a pin extending from the first or second bracket in a direction perpendicular to the direction in which the first bracket is pulled during the collision, e.g. in a vertical direction. Additionally or alternatively, the engagement feature may comprise a bracket mounted on the first bracket, or a flange, web, rib or other protrusion projecting from the first bracket, and may be arranged to engage the second bracket.

The engagement feature may be arranged to engage the second bracket at a position between a position at which the second bracket is coupled to the first bracket, e.g. the coupling portion of the second bracket, and the attachment portion of the second bracket.

The second bracket may comprise a coupling portion for coupling to the first bracket. 10 The engagement feature may be arranged to engage the second bracket at a position between the coupling portion and the attachment portion.

The second bracket may comprise a necked portion formed between the attachment portion and the position at which the first and second brackets are coupled together, e.g. the coupling portion. The second bracket may be configured to fail preferentially at the necked portion. At the necked portion, a cross-sectional area of the second bracket, in a plane perpendicular to the direction in which the first bracket is pulled by the support frame during a collision, is less than a cross-sectional area of the attachment portion and the position at which the first and second brackets are coupled, e.g. the coupling portion.

The second bracket may comprise one or more notches configured to encourage the second bracket to fail at the location of the notches when the first and second brackets engage during a collision. The notches may be formed between the attachment portion and the position at which the first and second brackets are coupled together, e.g. at the neck portion. For example, the notches may be formed on opposing sides of the necked portion, such that the second bracket fails between the notches across the necked portion.

Additionally or alternatively again, the engagement feature may comprise an arm extending substantially parallel to a longitudinal axis of the vehicle. For example, the engagement feature may extend in a direction substantially parallel with a support rail of the support frame, e.g. to which the first bracket is coupled. The engagement feature may extend in a rearwards direction of the vehicle. The engagement feature may comprise one or more stiffening features, such as ribs, webs and/or areas of increased thickness.

The other of the first and second brackets may comprise an abutment feature configured to engage with the engagement feature during the collision. The abutment feature may comprise one or more stiffening features The second bracket may comprise the engagement feature and the first bracket may comprise the abutment feature, or vice versa.

The first bracket may define an aperture. A portion of the second bracket may pass into the aperture, e.g. to be received within the aperture, or may pass through the aperture formed in the first bracket. The abutment feature may be formed adjacent to the aperture, e.g. at an edge of an opening of the aperture. The engagement feature may extend in a direction parallel to a plane of the aperture, e.g. perpendicular to a direction in which the second bracket passes though the aperture.

An attachment of the second bracket may be configured to couple to the powertrain component. The attachment may be arranged on a first side of the aperture. The engagement feature may be arranged on a second side of the aperture.

The first bracket may comprise two parts. The aperture may be formed between the two parts.

A width and/or height of the engagement feature may be greater than a respective width and/or height of the aperture, e.g. such that the engagement feature is prevented from passing through the aperture. A cross-sectional area of the engagement feature may be greater than a cross-sectional area of the aperture, e.g. in a plane perpendicular to the direction in which the second bracket extends though the aperture.

The first and second brackets may be configured to transfer load between the power train component and the support frame in a first direction when the engagement feature is not engaging the first bracket, and in a second direction when the engagement feature is engaged. The first and second brackets may be configured to couple to one another at respective coupling portions of the first and second brackets, such that load can be transferred between the powertrain component and the support frame in a first direction, e.g. during normal use of the vehicle. The first and second brackets may be configured to couple together at a location away from the engagement feature. The first and second brackets may couple together at the aperture.

The first and second brackets may be configured such that load can be transferred between the power train component and the support frame, e.g. via the engagement feature, in a second direction when the engagement feature is engaged, e.g. during the collision.

Load may be transferred in the second direction in addition to load being transferred in the first direction. The second direction may be at an angle, e.g. a non-zero angle, to the first direction.

The first direction may be substantially perpendicular to the second direction. For example, the first direction may be substantially vertical and the second direction may be a substantially lateral direction of the vehicle.

The first bracket may be configured to retain at least a portion of the second bracket after the second bracket has decoupled from the powertrain component, e.g. such that the second bracket or portion thereof is coupled to the support frame by the first bracket. The second bracket may be retained at least partially within the aperture, e.g. during or after the collision.

The second bracket may comprise an attachment, such as a fastener bore. The second bracket may be configured to couple to the powertrain component at the attachment, e.g. by a fastener passing through the fastener bore. The attachment may comprise one or more weakening features configured to encourage the second bracket to fail, e.g. fracture, at the attachment during the collision, e.g. under the load applied by the first bracket. The weakening feature may comprises notches or areas of reduced wall thickness adjacent to fastener locations defined by the attachment. Failure of the attachment may decouple the second bracket from the powertrain component.

According to another aspect of the present disclosure, there is provided a powertrain support mount assembly for a vehicle, such as a motor vehicle. The support mount assembly comprises: a first bracket configured to couple to a support frame of the vehicle; and a second bracket configured to couple to a powertrain component of the vehicle, wherein one or both of the first and second brackets comprises a engagement feature configured to engage the other of the first and second brackets when the support frame is deflected during a collision of the vehicle, such that the first bracket applies a load to the second bracket, e.g. from the support frame, to decouple the second bracket from the powertrain component.

According to another aspect of the present disclosure, there is provided a support structure assembly for a vehicle comprising: a support rail; and the powertrain support mount assembly of any of the preceding claims, wherein the first bracket of the powertrain support mount is coupled to the support rail.

The support rail may be configured to buckle during a collision and displace the first bracket such that the engagement feature becomes engaged, e.g. with the first bracket.

The support rail may be configured to buckle during the collision such that the powertrain support mount assembly is displaced away from a dash panel or an auxiliary component of the vehicle relative to the powertrain component, e.g. following decoupling of the second bracket from the power train component.

The support rail may comprise a buckling initiation feature on each side of the powertrain support mount assembly along the support rail.

A vehicle, such as a motor vehicle (e.g. car, van, truck, motorcycle etc.), marine vessel, aircraft or any other type of vehicle, may comprise the above mentioned powertrain support mount assembly or the above mentioned support structure assembly.

To avoid unnecessary duplication of effort and repetition of text in the specification, certain features are described in relation to only one or several aspects or embodiments of the invention. However, it is to be understood that, where it is technically possible, features described in relation to any aspect or embodiment of the invention may also be used with any other aspect or embodiment of the invention. In particular, features described in relation to the first mentioned aspect may be combined with the features of the other aspects.

Brief Description of the Drawings

For a better understanding of the present invention, and to show more clearly how it may be carried into effect, reference will now be made, by way of example, to the accompanying drawings, in which: Figure la is a partial schematic top view of a vehicle assembly prior to a collision; Figure 1 b is a partial schematic top view of a vehicle assembly during a collision; Figure 2 is a top view of a vehicle assembly, useful for understanding the present invention, prior to a collision; Figure 3 is a perspective view of a powertrain mount assembly useful for understanding the present invention; Figure 4 is a top view of the vehicle assembly, useful for understanding the present invention during a collision; Figure 5 is a side perspective view of a powertrain mount assembly according to an arrangement of the present disclosure; Figures 6a and 6b, collectively referred to as Figure 6, are top and perspective views of the powertrain mount assembly shown in Figure 5; and Figure 7 is a top view of a vehicle assembly comprising the powertrain mount assembly shown in Figures 5 and 6, during a collision of the vehicle.

Detailed Description

With reference to Figure 2, a vehicle, such as a motor vehicle 200, comprises a support structure assembly 210 and a powertrain 220. The support structure assembly 210 comprises a support frame, such as a support rail 212 and a powertrain support mount 100.

With reference to Figures 2 and 3, the powertrain support mount 100 comprises a first bracket 110 and a second bracket 120. The first bracket 110 is configured to couple to the support rail 212 and the second bracket 120 is configured to couple to a component 222 of the motor vehicle powertrain 220, such as an engine or transmission of the motor vehicle. The first and second brackets 110, 120 are configured to couple to one another in order to transfer load from the powertrain component 222 to the support rail 212 during operation of the motor vehicle 200.

The second bracket 120 comprises an attachment portion 124. The second bracket 120 is configured to be coupled to the powertrain component 222 at the attachment portion 124. As shown, the attachment portion 124 comprises one or more fastener openings 124a configured to receive fasteners for coupling the second bracket 120 to the powertrain component 222. The powertrain component 222 may comprise corresponding bores configure to receive the fasteners. The bores may be threaded and the fasteners may be threaded into the bores after passing through the fastener openings 124a. Alternatively, the fastener openings 124a may be threaded and the fasteners may pass through the bores of the powertrain component 222 before being threaded into the fastener openings 124a. Alternatively again, neither the fastener openings 124a nor the bores may be threaded, and separate threaded nuts may be provided.

The second bracket 120 further comprises a coupling portion 125 configured to couple to the first bracket 110 to enable load to be transferred between the first and second brackets 120 during normal operation of the vehicle, e.g. as described below.

The first bracket 110 may comprise an attachment portion 111, which may be configured in a similar way to the attachment portion 124 of the second bracket 120 described above. The first bracket 110 may be configured to be coupled to the support frame, e.g. to the support rail 212, at the attachment portion 111. The first bracket 110 and the support frame may be configured to be coupled together in any of the ways described above in relation to the second bracket 120 and the powertrain component 222 and the features of the second bracket 120 and the powertrain component 222 described above may apply equally to the first bracket 110 and the support frame, e.g. the support rail 212. It will be appreciated that, in a particular arrangement of the disclosure, the first bracket 110 may be coupled to the support frame in a different way to the way in which the second bracket 120 is coupled to the powertrain component 222.

The first bracket 110 may further comprise a coupling portion 115 configured to couple to the second bracket 120, e.g. at the coupling portion 125 of the second bracket. During normal operation of the motor vehicle 200, e.g. when the motor vehicle is not experiencing a collision, the first and second brackets 110, 120 may be configured to transfer load between the powertrain component 222 and the support rail 212 in a first direction, e.g. by virtue of the connection between the first and second brackets at their respective coupling portions 125, 115. The first direction may be substantially vertical. In some arrangements, the first direction may have a component in a longitudinal direction of the motor vehicle 200. Additionally or alternatively, the first direction may have a component in a lateral direction of the motor vehicle.

In some arrangements of the disclosure, the first and second brackets 110, 120 may be configured to transfer load between the powertrain component 222 and the support rail 212 in a further direction. The further direction may be substantially perpendicular to the first direction.

The second bracket 120 further comprises an engagement feature 122. In the arrangement shown, the engagement feature 122 comprises an arm 123 extending from the second bracket 120. The engagement feature 122 may extend in a substantially longitudinal direction of the motor vehicle 200. In some arrangements, the arm may extend in a direction substantially parallel with the support rail 8. The engagement feature 122 may extend from the second bracket 120 in a rearward direction of the motor vehicle 200. The engagement feature 122 may comprise one or more stiffening features, such as ribs, webs and/or areas of increased thickness.

The engagement feature 122 is configured to engage the first bracket 110 during a collision of the motor vehicle, such that load can be transferred from the first bracket 110 to the second bracket 120 in a second direction. The second direction may be substantially perpendicular to the first direction. When the first and second brackets 110, 120 are configured to transfer load between the powertrain component 222 and the support rail 212 in the further direction, the second direction may be perpendicular to the first direction and the further direction. In the arrangement shown, the second direction is in a substantially lateral direction of the motor vehicle. Alternatively, the second direction may be a substantially longitudinal direction of the motor vehicle or a vertical direction or may have components, the longitudinal, lateral and/or vertical directions.

The first bracket 110 may comprise an abutment feature 118. The abutment feature 118 may be configured such that the engagement feature 122 engages the first bracket 110 at the abutment feature 118 during a collision of the motor vehicle 2, in order to transfer load between the first and second brackets 110, 120, e.g. in the second direction. The abutment feature 118 may comprise one or more stiffening features, such as webs, ribs and/or areas of increased thickness, e.g. compared to portions of the first bracket 110 adjacent to the abutment feature 118. The stiffening features may extend between the abutment feature 118 and the attachment portion 111 of the first bracket 110. The abutment feature 118 and associated stiffening features may thereby be configured to reduce deflections of the first bracket 110 when load is transferred from the support rail 212 to the second bracket 120 in the second direction. The engagement feature 122 may be spaced apart from the first bracket 110, e.g. the abutment feature 118, during the normal operation of the motor vehicle.

With reference to Figure 4, when the motor vehicle 200 experiences a collision, the support rail 212 may bend and/or buckle. The support rail 212 may be configured to buckle under the loads experienced by the vehicle during the collision, such that the powertrain support mount 100 is displaced away from the dash panel 14 and any ancillary components, such as the brake master servo 12, e.g. relative to the powertrain component 222.

The support rail 212 may comprise a plurality of buckling initiation features 212a provided along the support rail. The buckling initiation features 212a may be configured to control the buckling of the support rail 212 during the collision. As shown, the support rail 212 may comprise a buckling initiation feature 212a on each side of the powertrain support mount 100 along the support rail 212, e.g. in a longitudinal direction of the motor vehicle, in order to achieve the desired displacement of the powertrain support mount 100 during the collision.

The support rail 212 may apply a load to the first bracket 110 in the second direction, or a direction with a component in the second direction, as the support rail 212 buckles. Applying the load in the second direction displaces the first bracket 110 and causes the engagement feature 122 of the second bracket 120 to engage the abutment feature 118 of the first bracket 110. Load can thereby be transferred from the support rail 212 to the second bracket 120 in the second direction, e.g. via the engagement feature 122. Additionally, loads may be transferred from the first bracket 110 to the second bracket 120 in the first and/or further directions during the collision in the same manner as before the collision.

The powertrain support mount 100 is configured to decouple from the powertrain component 222 under the load applied to the second bracket 120 during a collision, e.g. in the second direction. In particular, as depicted in Figure 4, the second bracket 120 may be configured to fail, e.g. fracture, under load applied to the second bracket 120.

In the arrangement depicted, the second bracket 120 is configured to fail at the attachment portion 124. The attachment portion 124 may comprise one or more weakening features 124b, such as notches and/or areas of reduced thickness, adjacent to the fastener apertures 124a. The weakening features 124b may encourage the attachment portion 124 to fail at the connection with the powertrain component 222.

When the second bracket fails, the powertrain support mount 100 becomes decoupled from the powertrain component 222.

Returning to Figure 3, the first bracket 110 may define an aperture 116 through which the second bracket 120 at least partially extends. The first bracket 110 may comprise a first part 112 and a second part 114. The aperture 116 may be defined by the first bracket 110 between the first and second parts 112, 114. The first and second brackets 110, 120 may be configured to couple to one another at, e.g. inside, the aperture in order to transfer load between the first and second brackets 110, 120, e.g. in the first direction and optionally the further direction. A resilient element may be provided between the first and second brackets, e.g. to dampen vibrations from the powertrain.

As shown, the second bracket 120 passes through the aperture, such that portions of the second bracket 120 are arranged on each side of the aperture 116. In particular, the attachment portion 124 may be provided on a first side of the aperture 116, e.g. adjacent to the powertrain 220, and the engagement feature 122 may be provided on a second side of the aperture 116, e.g. adjacent to the support frame. The second bracket 120 may extend through the aperture 116 in a direction substantially parallel to the second direction. The engagement feature 122 may extend from the second bracket 120 in a direction substantially perpendicular to the portion of the second bracket 120 extending though the aperture. In other words, the engagement feature 122 may extend in a direction substantially parallel to a plane of the aperture 116.

In some arrangements, the engagement feature 122 may be configured to engage the first bracket at a position adjacent to the aperture 116, e.g. at an edge of the aperture 116. The abutment feature 118 may be formed adjacent to, e.g. at an edge of, the aperture 116.

A width and/or height of the engagement feature 122, or the second bracket 120 at the position of the engagement feature 122, may be greater than a respective width and/or height of the aperture 116. In some arrangements, a cross-sectional area of the engagement feature 122, or the second bracket 120 at the engagement feature 122, may be greater than a cross-sectional area of the aperture 116 in a plane perpendicular to the second direction, e.g. the direction in which the second bracket 120 extends through the aperture 116. The engagement feature 122 may thereby be prevented from passing through the aperture 116 once the first bracket 110 has been assembled.

Once the second bracket 120 becomes decoupled from the powertrain component 222, the second bracket, or portion of the second bracket 120, decoupled from the powertrain component may be retained by the first bracket 110, e.g. within the aperture 116, due to the relative sizes of the engagement feature 122 and the aperture 116. In other words, the second bracket 120 may be coupled to the support frame, e.g. the support rail 212 by the first bracket 110. The second bracket 120 may be displaced together with the first bracket 110 during the remainder of the collision. As shown in Figure 4, due to the mode of buckling of the support frame, the second bracket 120 may be displaced away from the dash panel 14 of the vehicle and ancillary components, such as the brake master servo 12, e.g. relative to the powertrain component 222. Deformation of the dash panel 14 and intrusion into the cabin of the vehicle 200 may thereby be reduced compared to the vehicle 2 in a similar collision.

With reference to Figure 5, in one or more arrangements of the disclosure, a portion of the second bracket 120 may be received within the aperture 116 formed in the first bracket and the engagement feature 122, e.g. only the engagement feature, may protrude out of the aperture on the opposite side of the aperture from the attachment portion of the second bracket.

As depicted in Figure 5, the engagement feature 122 may comprise a pin 500 extending from the second bracket 120. As depicted, the pin 500 may extend from the second bracket in a direction perpendicular to the second direction, e.g. perpendicular to the direction in which the second bracket 120 extends through the aperture 116. For example, the pin 500 may extend from the second bracket 120 in a vertical direction.

The pin 500 may be arranged on the opposite side of the aperture 116 from the attachment portion 124 of the second bracket. Alternatively, the pin 500 may extend out of the aperture 116 to the opposite side from the attachment portion 124. The pin 500 may be configured to engage an edge of the aperture and/or an area of the first bracket adjacent to the aperture, e.g. the abutment feature 118, when the first bracket 110 is displaced during a collision.

With reference to Figures 6 and 7, in addition or as an alternative to comprising the arm 123 or the pin 500, the engagement feature 122 may comprise an engagement bracket 600 mounted on the first or second bracket 110, 120. The engagement bracket 600 comprises a base 602, for coupling to the first or second bracket, and a flange 604 projecting from the first or second bracket, e.g. from the base 602. The engagement bracket 600 may comprise one or more stiffening features 606, such as ribs, web and/or swages for resisting bending of the engagement bracket, e.g. of the flange 604 relative to the base 602.

The engagement bracket 600 is arranged such that the second bracket 120 engages the engagement bracket 600, e.g. the flange 604, during a collision of the vehicle, e.g. when the first bracket 110 is deflected by the support rail 212 during the collision, such that load can be transferred between the first and second brackets 110, 120 in the second direction.

As depicted in Figure 6, the engagement bracket 600 is coupled to the first bracket 110, e.g. by one or more fasteners. The engagement bracket 600 may extend along an edge of the aperture 116 in the first bracket. A length of the engagement bracket may be equal to or greater than a length of the aperture edge. For example, the length of a length, e.g. height, of the first bracket in the direction in which the engagement bracket extends. The length of the engagement bracket may be greater than or equal to a length, e.g. height, of the second bracket 120 in the direction in which the engagement bracket extends. For example, the length of the engagement bracket 600 may be greater than or equal to a portion of the second bracket received within the aperture 116.

In other arrangements, the flange 604 may be formed integrally with the first or second bracket. In other words, the engagement feature 122 may comprise a rib, web, flange or other projection protruding from the first or second bracket.

As shown in Figure 7, the engagement bracket 600 may be configured to engage the second bracket at a position between the attachment portion 124 and the position at which the second bracket is coupled to the first bracket 110, e.g. the coupling portion 125. In some arrangements, the engagement bracket 600 may be configured to engage the second bracket at the coupling portion 125.

In the arrangement shown in Figures 6 and 7, the second bracket is configured to fail at a position between the attachment portion 124 and the position at which the second bracket is coupled to the first bracket 110, e.g. the coupling portion 125, due to load being transferred between the first and second brackets via the engagement feature.

The second bracket 120 may comprise a necked portion 121 formed between the attachment portion 124 and the coupling portion 125. At the necked portion 121, a cross-sectional area of the second bracket, e.g. in a plane perpendicular to the second direction, may be less than a cross-sectional area of the second bracket 120 at the attachment portion 124 and the portion of the second bracket 120 that couples to the first bracket 110. The second bracket 120 may thereby be configured to fail, e.g. break or fracture, preferentially at the necked portion, such that the attachment portion 124 becomes disconnection from the coupling portion 125 of the second bracket. The second bracket 120 may thereby be decoupled from the power train component.

As shown in Figures 6 and 7, the second bracket 120 may comprise one or more weakening or fracture initiation features. such as notches 610, which may encourage the second bracket to fail at or between the notches 610. In particular, the notches may be formed in order to encourage the second bracket to fail at the necked portion 121.

The engagement bracket 600 may be configured to retain a portion of the second bracket that has separated from attachment portion 124 together with the first bracket after the second bracket has failed. In particular, the engagement bracket 600 may be configured to retain the coupling portion 125 of the second bracket, e.g. at least partially within the aperture 116.

In the arrangements described herein, the arm 123 and the pin 500 are described as being provided on the second bracket 120 and the engagement bracket 600 is described as being provided on the first bracket 110. However, it is equally envisaged that in other arrangements of the present disclosure, the engagement features described herein may be provided on either of the brackets and be configured to engage the other of the brackets. Furthermore, any combination of the engagement features described herein may be combined within the powertrain mount assembly.

The following additional, numbered statements of invention are also included within the specification and form part of the present disclosure: Statement 1. A powertrain support mount assembly for a vehicle, the support mount assembly comprising: a first bracket configured to couple to a support frame of the vehicle; and a second bracket, the second bracket comprising an attachment portion, wherein the second bracket is configured to couple to a powertrain component of the vehicle at the attachment portion, wherein one of the first and second brackets comprises an engagement feature configured to engage the other of the first and second brackets when the support frame is deflected during a collision of the vehicle such that the first bracket is pulled away from the second bracket, the engagement feature engaging the other of the first and second brackets such that the first bracket applies a load to the second bracket, wherein the second bracket is configured to fail under the load applied by the first bracket at a position between the attachment portion and the position at which the first and second brackets engage.

Statement 2. The powertrain support mount assembly of statement 1, wherein the engagement feature comprises a pin extending from the first or second bracket in a direction perpendicular to the direction in which the first bracket is pulled during the collision.

Statement 3. The powertrain support mount assembly of statement 1 or 2, wherein the engagement feature comprises a bracket mounted on the first bracket arranged to engage the second bracket.

Statement 4. The powertrain support mount assembly of any of the preceding statements, wherein the engagement feature is arranged to engage the second bracket at a position between a position at which the second bracket is coupled to the first bracket and the attachment portion of the second bracket.

Statement 5. The powertrain support mount assembly of any of the preceding statements, wherein the second bracket comprises a necked portion formed between the attachment portion and the position at which the first and second brackets are coupled together, wherein the second bracket is configured to fail preferentially at the necked portion.

Statement 6. The power train support mount assembly of any of the preceding statements, wherein the second bracket comprises one or more notches, configured to encourage the second bracket to fail at the location of the notches when the first and second brackets engage during a collision.

Statement 7. The powertrain support mount assembly of any of the preceding statements, wherein the other of the first and second brackets comprises an abutment feature configured to engage with the engagement feature during the collision, wherein the abutment feature comprises one or more stiffening features Statement 8. The powertrain support mount assembly of statement 7, wherein the second bracket comprises the engagement feature and the first bracket comprises the abutment feature.

Statement 9. The powertrain support mount assembly of any of the preceding statements, wherein the first bracket defines an aperture, wherein a portion of the second bracket passes into or though the aperture formed in the first bracket.

Statement 10. The powertrain support mount assembly of statement 9 and statement 7 or 8, wherein the abutment feature is formed adjacent to the aperture.

Statement 11. The powertrain support mount assembly of statement 9 or 10, wherein an attachment of the second bracket configured to couple to the powertrain component is arranged on a first side of the aperture, and the engagement feature is arranged on a second side of the aperture.

Statement 12. The powertrain support mount assembly of any of statements 9 to 11, wherein the first bracket comprises two parts, the aperture being formed between the two parts.

Statement 13. The powertrain support mount assembly of any of statements 9 to 12, wherein a width and/or height of the engagement feature is greater than a respective width and/or height of the aperture, such that the engagement feature is prevented from passing through the aperture.

Statement 14. The powertrain support mount assembly of any of the preceding statements, wherein the first and second brackets are configured to couple to one another at a location away from the engagement feature, such that load can be transferred between the powertrain component and the support frame in a first direction.

Statement 15. The powertrain support mount assembly of any of the preceding statements, wherein the first and second brackets are configured such that load can be transferred between the power train component and the support frame in a second direction when the engagement feature is engaged.

Statement 16. The powertrain support mount assembly of statements 14 and 15, wherein the first direction is substantially perpendicular to the second direction.

Statement 17. The power train support mount assembly of any of the preceding statements, wherein the first bracket is configured to retain at least a portion of the second bracket after the second bracket has decoupled from the powertrain component.

Statement 18. The powertrain support mount assembly of any of the preceding statements, wherein the second bracket comprises an attachment, wherein the second bracket is configured to couple to the powertrain component at the attachment, wherein the attachment comprises one or more weakening features configured to encourage the second bracket to fail at the coupling during the collision.

Statement 19. A support structure assembly for a vehicle comprising: a support rail; and the powertrain support mount assembly of any of the preceding statements, wherein the first bracket of the powertrain support mount is coupled to the support rail.

Statement 20. The support structure assembly of statement 19, wherein the support rail is configured to buckle during a collision and displace the first bracket such that the engagement feature becomes engaged.

Statement 21. The support structure assembly of statement 19 or 20, wherein the support rail is configured to buckle during the collision such that the powertrain support mount assembly is displaced away from a dash panel or an auxiliary component of the vehicle relative to the powertrain component.

Statement 22. The support structure assembly of any of statements 19 to 21, wherein the support rail comprises a buckling initiation feature on each side of the powertrain support mount assembly along the support rail.

Statement 23. A vehicle comprising the powertrain support mount assembly of any of statements 1 to 18 or the support structure assembly of any of statements 19 to 22.

It will be appreciated by those skilled in the art that although the invention has been described by way of example, with reference to one or more exemplary examples, it is not limited to the disclosed examples and that alternative examples could be constructed without departing from the scope of the invention as defined by the appended claims.

Claims

Claims 1. A powertrain support mount assembly for a vehicle, the support mount assembly 5 comprising: a first bracket configured to couple to a support frame of the vehicle; and a second bracket, the second bracket comprising an attachment portion, wherein the second bracket is configured to couple to a powertrain component of the vehicle at the attachment portion, wherein one of the first and second brackets comprises an engagement feature configured to engage the other of the first and second brackets when the support frame is deflected during a collision of the vehicle such that the first bracket is pulled away from the second bracket, the engagement feature engaging the other of the first and second brackets such that the first bracket applies a load to the second bracket, wherein the second bracket is configured to fail under the load applied by the first bracket at a position between the attachment portion and the position at which the first and second brackets engage.
2. The powertrain support mount assembly of claim 1, wherein the engagement feature comprises a pin extending from the first or second bracket in a direction perpendicular to the direction in which the first bracket is pulled during the collision.
3. The powertrain support mount assembly of claim 1 or 2, wherein the engagement feature comprises a bracket mounted on the first bracket arranged to engage the second bracket.
4. The powertrain support mount assembly of any of the preceding claims, wherein the engagement feature is arranged to engage the second bracket at a position between a position at which the second bracket is coupled to the first bracket and the attachment portion of the second bracket.
5. The powertrain support mount assembly of any of the preceding claims, wherein the second bracket comprises a necked portion formed between the attachment portion and the position at which the first and second brackets are coupled together, wherein the second bracket is configured to fail preferentially at the necked portion.
6. The power train support mount assembly of any of the preceding claims, wherein the second bracket comprises one or more notches, configured to encourage the second bracket to fail at the location of the notches when the first and second brackets engage during a collision.
7. The powertrain support mount assembly of any of the preceding claims, wherein the other of the first and second brackets comprises an abutment feature configured to engage with the engagement feature during the collision, wherein the abutment feature comprises one or more stiffening features
8. The powertrain support mount assembly of claim 7, wherein the second bracket comprises the engagement feature and the first bracket comprises the abutment feature.
9. The powertrain support mount assembly of any of the preceding claims, wherein the first bracket defines an aperture, wherein a portion of the second bracket passes into or though the aperture formed in the first bracket.
10. The powertrain support mount assembly of claim 9 and claim 7 or 8, wherein the abutment feature is formed adjacent to the aperture.
11. The powertrain support mount assembly of claim 9 or 10, wherein an attachment of the second bracket configured to couple to the powertrain component is arranged on a first side of the aperture, and the engagement feature is arranged on a second side of the aperture.
12. The powertrain support mount assembly of any of claims 9 to 11, wherein the first bracket comprises two parts, the aperture being formed between the two parts.
13. The powertrain support mount assembly of any of claims 9 to 12, wherein a width and/or height of the engagement feature is greater than a respective width and/or height of the aperture, such that the engagement feature is prevented from passing through the aperture.
14. The powertrain support mount assembly of any of the preceding claims, wherein the first and second brackets are configured to couple to one another at a location away from the engagement feature, such that load can be transferred between the powertrain component and the support frame in a first direction.
15. The powertrain support mount assembly of any of the preceding claims, wherein the first and second brackets are configured such that load can be transferred between the power train component and the support frame in a second direction when the engagement feature is engaged.
16. The powertrain support mount assembly of claims 14 and 15, wherein the first direction is substantially perpendicular to the second direction.
17. The power train support mount assembly of any of the preceding claims, wherein the first bracket is configured to retain at least a portion of the second bracket after the second bracket has decoupled from the powertrain component.
18. The powertrain support mount assembly of any of the preceding claims, wherein the second bracket comprises an attachment, wherein the second bracket is configured to couple to the powertrain component at the attachment, wherein the attachment comprises one or more weakening features configured to encourage the second bracket to fail at the coupling during the collision.
19. A support structure assembly for a vehicle comprising: a support rail; and the powertrain support mount assembly of any of the preceding claims, wherein the first bracket of the powertrain support mount is coupled to the support rail.
20. The support structure assembly of claim 19, wherein the support rail is configured to buckle during a collision and displace the first bracket such that the engagement feature becomes engaged.
21. The support structure assembly of claim 19 or 20, wherein the support rail is configured to buckle during the collision such that the powertrain support mount assembly is displaced away from a dash panel or an auxiliary component of the vehicle relative to the powertrain component.
22. The support structure assembly of any of claims 19 to 21, wherein the support rail comprises a buckling initiation feature on each side of the powertrain support mount assembly along the support rail.
23. A vehicle comprising the powertrain support mount assembly of any of claims 1 to 18 or the support structure assembly of any of claims 19 to 22.