Method and system for a powertrain mounting assembly

Abstract

The present invention provides a method and system for a powertrain support mount assembly. In one example, the powertrain support mount assembly includes a first bracket and a second bracket, the second bracket including an engagement feature that is shaped to engage the first bracket during a vehicle collision, such that the load on the second bracket is adjusted to disengage from the engagement and avoid contacting auxiliary components adjacent to the powertrain.

Description

[0001] Cross - reference to related applications

[0002] This application claims the benefit of priority of UK Patent Application No. 1721471.9, filed on Dec. 20, 2017. For all purposes, the entire content of the above - mentioned application is incorporated herein by reference. Technical field

[0003] The present invention generally relates to a powertrain support mount for a motor vehicle, which is configured to reduce crash intrusion during a collision of the motor vehicle. Background art

[0004] The powertrain of a motor vehicle is typically coupled to the vehicle's support frame by a plurality of engine mounts / 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 disengages from the support frame at the mounts and is displaced in a desired manner during the collision.

[0005] In some examples, a support rail may be coupled to a component of the powertrain via a mount including a first bracket and a second bracket. During normal operation of the vehicle, the first bracket and the second bracket may be configured to transfer loads from the powertrain to the support rail via the mount. Normal operation of the vehicle may include vehicle operations other than vehicle collisions.

[0006] The support rail may additionally form part of the vehicle's crash structure and may deform and buckle during a collision to dissipate energy. In response to the support rail buckling, the first bracket may be pulled away from the second bracket. By doing so, the powertrain component can move past an auxiliary component (such as a brake master servo) without colliding with the auxiliary component.

[0007] However, the inventors have recognized herein potential problems with such systems. As an example, if the second bracket remains coupled to the powertrain component during a collision, the second bracket will collide with the auxiliary component, which will cause the auxiliary component to deflect and the vehicle's dash panel to deform, which will result in the auxiliary component intruding into the vehicle's passenger compartment. Summary of the invention

[0008] According to one aspect of the present disclosure, a support mounting assembly for a powertrain of a motor vehicle is provided. The support mounting assembly includes a first bracket configured to be coupled to a support frame of the motor vehicle; and a second bracket including a coupling portion, wherein the second bracket is configured to be coupled to a powertrain component of the motor vehicle at the coupling portion, wherein one of the first bracket and the second bracket includes an engagement feature configured to engage the other of the first bracket and the second bracket when the support frame is deflected during a collision of the vehicle such that the first bracket is pulled away from the second bracket, and the engagement feature engages the other of the first bracket and the second bracket such that the first bracket applies a load (e.g., from the support frame) to the second bracket to disengage the second bracket from the powertrain component.

[0009] The engagement feature may include an arm extending generally parallel to a longitudinal axis of the vehicle. For example, the engagement feature may extend in a direction generally parallel to a support cross member of the support frame (e.g., the first bracket is coupled to the support cross member of the support frame). The engagement feature may extend in a rearward direction of the motor vehicle. The engagement feature may include one or more hardening features such as ribs, webs, and / or regions of increased thickness.

[0010] The other of the first bracket and the second bracket may include an abutment feature configured to engage the engagement feature during the collision. The abutment feature may include one or more hardening features.

[0011] The second bracket may include the engagement feature and the first bracket may include the abutment feature.

[0012] The first bracket may define an aperture. A portion of the second bracket 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 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 through the aperture).

[0013] The coupling portion may be disposed on a first side of the aperture. The engagement feature may be disposed on a second side of the aperture.

[0014] The first bracket may include two parts. The aperture may be formed between the two parts.

[0015] The width and / or height of the engagement feature may be greater than the corresponding width and / or height of the aperture, such as to prevent the engagement feature from passing through the aperture. The cross-sectional area of the engagement feature may be greater than the cross-sectional area of the aperture (e.g., in a plane perpendicular to the direction in which the second bracket extends through the aperture).

[0016] The first bracket and the second bracket may be configured to transfer a load between the powertrain component and the support frame in a first direction when the engagement feature is not engaged with the first bracket, and to transfer a load between the powertrain component and the support frame in a second direction when the engagement feature is engaged with the first bracket. For example, the first bracket and the second bracket may be configured to engage with each other at a location remote from the engagement feature (e.g., at the aperture), such that a load is transferred between the powertrain component and the support frame in the first direction, such as during normal use of a motor vehicle.

[0017] The first bracket and the second bracket may be configured such that when the engagement feature is engaged (e.g., during a collision), a load can be transferred between the powertrain component and the support frame (e.g., via the engagement feature) in a second direction.

[0018] In addition to the load being transferred in the first direction, the load may also be transferred in a second direction. The second direction may be at an angle (e.g., a non-zero angle) to the first direction.

[0019] The first direction may be generally perpendicular to the second direction. For example, the first direction may be generally vertical, while the second direction may be a generally lateral direction of the motor vehicle.

[0020] The first bracket may be configured to hold the second bracket after the second bracket disengages from the powertrain component (e.g., such that the second bracket is coupled to the support frame via the first bracket). The second bracket may be at least partially held within the aperture (e.g., during a collision).

[0021] The coupling portion may include one or more weakening features configured to facilitate failure (e.g., breakage) of the second bracket at the coupling portion during the collision (e.g., under a load applied by the first bracket). The weakening feature may include a notch or a region of reduced wall thickness adjacent to a fastener location defined by the coupling portion. Failure of the coupling portion may disengage the second bracket from the powertrain component.

[0022] According to another aspect of the present disclosure, there is provided a support structure assembly for a motor vehicle, comprising: a support cross member; and the aforementioned powertrain support mounting assembly, wherein a first bracket of the powertrain support mounting assembly is coupled to the support cross member.

[0023] The support cross member may be configured to buckle during a collision and displace the first bracket such that the engagement feature (e.g., with the first bracket) becomes engaged.

[0024] The support cross member may be configured to buckle during a collision such that (e.g., after the second bracket disengages from the powertrain component) the powertrain support mounting assembly is displaced relative to the powertrain component away from the vehicle's firewall or auxiliary component.

[0025] The support cross member may include buckling initiation features along the support cross member on each side of the powertrain support mounting assembly.

[0026] It should be understood that the above summary is provided to introduce some concepts in a simplified form that are further described in the detailed description. This does not mean identifying the key or essential features of the claimed subject matter, the scope of which is uniquely defined by the appended claims. Moreover, the claimed subject matter is not limited to embodiments that solve any disadvantages recited above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1a Shows a partial schematic top view of the vehicle assembly before a collision.

[0028] Figure 1b Shows a partial schematic top view of the vehicle assembly during a collision.

[0029] Figure 2 Shows a top view of the vehicle assembly according to an arrangement of the present disclosure before a collision.

[0030] Figure 3 Shows a perspective view of the powertrain mount according to an arrangement of the present disclosure.

[0031] Figure 4 Shows a top view of the vehicle assembly according to an arrangement of the present disclosure during a collision.

[0032] Figure 3 and Figure 4 Are shown approximately to scale, but other relative dimensions may be used if desired. DETAILED DESCRIPTION

[0033] The following description relates to systems and methods for powertrain support mounts. The support mount includes a first bracket and a second bracket, the first bracket being configured to be coupled to a support frame of a motor vehicle, and the second bracket being configured to be coupled to a powertrain component of the motor vehicle. One of the first bracket and the second bracket includes a capture feature configured to engage the other of the first bracket and the second bracket when the support frame is deflected during a vehicle collision, such that the first bracket applies a load to the second bracket to disengage the second bracket from the powertrain component. A vehicle without the capture feature is shown in Figure 1a and the vehicle in the collision is shown in Figure 1b . As shown, excluding the capture feature causes one of the first bracket and the second bracket to collide with an auxiliary component, which to some extent causes the auxiliary component to collide with the interior compartment of the vehicle and extend into the interior of the vehicle. Figure 2 and Figure 3 show the vehicle before the collision including the capture portion. Figure 4 shows the vehicle during the collision having the capture portion. As shown, the capture portion can prevent one of the brackets from colliding with the auxiliary component, such that the auxiliary component does not intrude into the interior compartment.

[0034] Figure 1a - Figure 4Shows an example configuration of the relative positioning of various components. At least in one example, if elements are shown as being in direct contact or directly coupled to each other, then such elements may be referred to as being in direct contact or directly coupled, respectively. Similarly, at least in one example, elements shown as being adjacent or adjoining each other may be adjacent or adjoining each other, respectively. As an example, components placed in coplanar contact with each other may be referred to as being in coplanar contact. As another example, in at least one example, elements that are positioned apart from each other and have only space between them and no other components may be so referred to. As yet another example, elements shown as being above / below each other, on opposite sides of each other, or left / right of each other may be so referred to relative to each other. Additionally, as shown in the figure, in at least one example, the topmost element or the topmost vertex of an element may be referred to as the "top" of the component, and the bottommost element or the bottommost point of an element may be referred to as the "bottom" of the component. As used herein, top / bottom, upper / lower, above / below may be relative to the vertical axis of the figure and are used to describe the positioning of the elements of the figure relative to each other. Thus, in one example, an element shown as being above other elements is positioned vertically above the other elements. As yet another example, the shape of the elements depicted within the figure may be referred to as having those shapes (e.g., such as circular, straight, flat, arcuate, rounded, chamfered, angled, etc.). Additionally, in at least one example, elements shown as intersecting each other may be referred to as intersecting elements or intersecting each other. Further, in one example, an element shown as being within another element or shown as being outside another element may be so referred to. It should be recognized that one or more components referred to as being "substantially similar and / or the same" differ from each other by manufacturing tolerances (e.g., within a 1 - 5% deviation).

[0035] Reference Figure 1a , which shows a prior example of a motor vehicle 2 including a powertrain 4 and a support structure assembly 6. The support structure assembly 6 includes a support crossmember 8 and mounts 10. Components 4a of the powertrain 4 are coupled to the support crossmember 8 via the mounts 10. The mounts 10 include a first bracket 10a coupled to the support crossmember 8 and a second bracket 10b coupled to the powertrain component 4a. The first and second mounting 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 crossmember 8 via the engine mounts 10.

[0036] The support crossmember 8 forms part of the crash structure of the motor vehicle 2 and, as Figure 1b described in, the support crossmember 8 is configured to deform and buckle during a crash of the motor vehicle in order to dissipate energy from the crash. When the support crossmember 8 buckles, the first bracket 10a of the mount 10 may be pulled away from the second bracket 10b of the mount 10.

[0037] In some arrangements of the previous example of the motor vehicle 2, an auxiliary component such as the master brake servo 12 may be arranged adjacent to or close to the powertrain component 4a. In one example, the master brake servo 12 is arranged in the region between the powertrain component 4a and the bulkhead 14, where the distance between the powertrain component 4a and the master brake servo 12 is less than a threshold distance. In some examples, the threshold distance is based on the length of the powertrain component 4a. In one example, the threshold distance is less than 50% of the length of the powertrain component 4a. In another example, the threshold distance is less than 25% of the length of the powertrain component 4a. In still other examples, the threshold distance is less than 10% of the length of the powertrain component. By reducing the space between the powertrain component 4a and the master brake servo 12, packaging constraints can be reduced.

[0038] The master brake servo 12 and the powertrain component 4a may be configured such that when the powertrain component 4a is displaced during a collision of the vehicle 2, the powertrain component 4a moves over the master brake servo 12 without colliding with the master brake servo 12. However, as Figure 1b shown, if the second bracket 10b of the mount 10 remains coupled to the powertrain component 4a during a collision, the second bracket 10b will collide with the master brake servo 12, causing the master brake servo 12 to deflect and deforming the bulkhead 14 of the vehicle, thereby invading the passenger compartment of the motor vehicle.

[0039] Referring Figure 2 , a motor vehicle 200 according to an arrangement of the present disclosure includes a support structure assembly 210 and a powertrain 220. The support structure assembly 210 includes a support frame (such as a support cross member 212) and a powertrain support mount 100.

[0040] Now turning Figure 2 and Figure 3 , the powertrain support mount 100 according to an arrangement of the present disclosure is shown to include a first bracket 110 and a second bracket 120. The first bracket 110 may be configured to be coupled to the support cross member 212, and the second bracket 120 may be configured to be coupled to a component 222 of the motor vehicle powertrain 220, such as an engine or a transmission of the motor vehicle. The first and second brackets 110, 120 may be joined to each other to facilitate transferring a load from the powertrain component 222 to the support cross member 212 during operation of the motor vehicle 200. Thus, the joining between the first and second brackets 110, 120 may be a mechanical joining or another similar joining capable of transferring a load.

[0041] The second bracket 120 may include a coupling portion 124. The second bracket 120 may be configured to be coupled to the powertrain component 222 at the coupling portion 124. In the illustrated arrangement, the coupling portion 124 may include 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 include corresponding holes configured to receive the fasteners. The holes may be tapped, and the fasteners may be threaded into the holes after passing through the fastener openings 124a. Alternatively, the fastener openings 124a may be tapped, and the fasteners may pass through the holes of the powertrain component 222 before being threaded into the fastener openings 124a. In one example, the powertrain component 222 may be a steel bracket that is shaped to cooperate with the fastener openings 124a via weld nuts. Again alternatively, neither the fastener openings 124a nor the holes may be tapped, and separate threaded nuts may be provided. In Figure 3 the example, there are exactly three fastener openings 124a, but other numbers of openings less than or greater than three may be used without departing from the scope of the present disclosure.

[0042] The first bracket 110 may include a coupling portion 111, which may be configured in a manner similar to the coupling 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., coupled to the support cross member 212) at the coupling portion 111. The first bracket 110 and the support frame may be configured to be coupled together in all the ways described above with respect 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 be equivalently applied to the first bracket 110 and the support frame (e.g., the support cross member 212). It should be understood that in a particular arrangement of the present disclosure, the first bracket 110 may be coupled to the support frame in a manner different from the way the second bracket 120 is coupled to the powertrain component 222.

[0043] 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 loads between the powertrain component 222 and the support cross member 212 in a first direction 292. The first direction may be generally lateral. In some arrangements, the first direction may have a component in the longitudinal direction of the motor vehicle 220. Additionally or alternatively, the first direction may have a component in each of the lateral and longitudinal directions of the motor vehicle.

[0044] In some arrangements of the present disclosure, the first and second brackets 110, 120 may be configured to transfer loads between the powertrain component 222 and the support crossmember 212 in another direction. The another direction may be angled with respect to the first direction or substantially perpendicular to the first direction.

[0045] The second bracket 120 may include a mating feature 122. The mating feature 122 may include an arm 125 extending from the second bracket 120. The mating feature 122 may extend in a generally longitudinal direction of the motor vehicle 200. In some arrangements, the arm 125 may extend in a direction generally parallel to the support crossmember (e.g., such as Figure 1a the support crossmember 8 therein). The mating feature 122 may extend from the second bracket 120 towards the front bulkhead 14 in a rearward direction 294 of the motor vehicle 200. In one example, the rearward direction 294 may be substantially perpendicular to the first direction 292. The mating feature 122 may include one or more stiffening features such as ribs, webs, and / or regions of increased thickness.

[0046] The mating feature 122 is configured to mate with the first bracket 110 during a collision of the motor vehicle such that loads 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 loads between the powertrain component 222 and the support crossmember 212 in another direction, the second direction may be perpendicular to the first direction and the another direction. In one example, the first direction is the vertical direction, the another direction is with respect to the longitudinal direction of the vehicle, and the second direction is a lateral direction parallel to the inboard and outboard directions. In the illustrated arrangement, the second direction is a generally lateral direction of the motor vehicle. In other arrangements, the second direction may be a generally longitudinal direction or a vertical direction of the motor vehicle, or may have components: longitudinal, lateral, and / or vertical directions.

[0047] The first bracket 110 may include a docking feature 118. The docking feature 118 may be configured such that during a collision of the motor vehicle 2, the engagement feature 122 engages the first bracket 110 at the docking feature 118 to transfer a load in the first and second brackets 110, 120 (e.g., in a second direction). The docking feature 118 may include one or more hardening features, such as webs, ribs, and / or regions of increased thickness (e.g., compared to portions of the first bracket 110 adjacent to the docking feature 118). The hardening feature may extend between the docking feature 118 and the coupling portion 111 of the first bracket 110. Thus, the docking feature 118 and the associated hardening feature may be configured to reduce deflection of the first bracket 110 when a load is transferred from the support cross member 212 to the second bracket 120 in the second direction. During normal operation of the motor vehicle, the engagement feature 122 may be spaced apart from the first bracket 110 (e.g., the docking feature 118).

[0048] Now turning to Figure 4 , which shows a motor vehicle 200 undergoing a collision, the support cross member 212 may bend and / or buckle. The support cross member 212 may be configured to buckle under the action of the load experienced by the vehicle during a collision such that the powertrain support mount 100 is displaced away from the bulkhead 14 and nearby auxiliary components (e.g., relative to the powertrain components 220), such as the master brake servo 12.

[0049] The support cross member 212 may include a plurality of buckling initiation features 212a disposed along the support cross member. The buckling initiation features 212a may be configured to control buckling of the support cross member 212 during a collision. As shown, the support cross member 212 may include one buckling initiation feature 212a on each side of the powertrain support mount 100 along the support cross member 212 (e.g., in the longitudinal direction of the motor vehicle) to achieve a desired displacement of the powertrain support mount 100 during a collision.

[0050] As the support cross member 212 buckles, the support cross member 212 may apply a load to the first bracket 110 in a second direction or in a direction having a component in the second direction. 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 docking feature 118 of the first bracket 110. Thus, the load can be transferred from the support cross member 212 through the first bracket 110 to the second bracket 120 in the second direction (e.g., via the engagement feature 122). In addition, the load may be transferred from the first bracket 110 to the second bracket 120 in the first and / or another direction in the same manner as during normal operation prior to the collision.

[0051] The powertrain support mount 100 is configured to disengage from the powertrain component 222 during a collision (e.g., in a second direction) under the action of a load applied to the second bracket 120. Specifically, as Figure 4 described, the second bracket 120 can be configured to degrade (e.g., fracture) under the action of a load applied to the second bracket 120. That is, the second bracket 120 is shaped to desirably degrade at a desired location if a sufficient load is applied by the collision, such that the second bracket 120 moves in a desired direction.

[0052] In Figure 3 the arrangement described, the second bracket 120 is configured to degrade at the coupling portion 124. The coupling portion 124 can include one or more weakening features 124b adjacent to the fastener aperture 124a, such as notches and / or regions of reduced thickness. The weakening features 124b can facilitate the degradation of the coupling portion 124 at the connection with the powertrain component 222.

[0053] In other arrangements, the second bracket 120 can be configured to degrade at a location remote from the coupling portion 124 (e.g., between the coupling portion 124 and the engagement feature 122). When the second bracket fails, the powertrain support mount 100 disengages from the powertrain component 222.

[0054] Returning to Figure 3 , the first bracket 110 can define an aperture 116 through which the second bracket 118 extends. The first bracket 110 can include a first part 112 and a second part 114. The aperture 116 can be defined by the first bracket 110 between the first part 112 and the second part 114. The first bracket 110 and the second bracket 120 can be configured to engage each other at the aperture (e.g., inside) to transfer a load between the first bracket 110 and the second bracket 120 (e.g., in a first direction and optionally in another direction). An elastic element can be disposed between the first bracket and the second bracket, and it can be made of rubber or other elastomeric material (e.g., to damp vibrations from the powertrain).

[0055] In the illustrated arrangement, the second bracket 120 passes through the aperture such that portions of the second bracket 120 are disposed on each side of the aperture 116. Specifically, the coupling portion 124 may be disposed on a first side of the aperture 116 (e.g., adjacent to the powertrain 220), and the engagement feature 122 may be disposed 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 generally parallel to the second direction. The engagement feature 122 may extend from the second bracket 120 in a direction generally perpendicular to the portion of the second bracket 120 extending through the aperture. In other words, the engagement feature 122 may extend in a direction generally parallel to the plane of the aperture 116.

[0056] In some arrangements, the engagement feature 122 may be configured to engage the first bracket at a location adjacent to the aperture 116 (e.g., at the edge of the aperture 116). The docking feature 118 may be formed adjacent to the aperture 116, such as at the edge of the aperture 116.

[0057] The width and / or height of the engagement feature 122 or the width and / or height of the second bracket 120 at the location of the engagement feature 122 may be greater than the corresponding width and / or height of the aperture 116. In some arrangements, the cross-sectional area of the engagement feature 122 or the cross-sectional area of the second bracket 120 at the engagement feature 122 may be greater than the cross-sectional area of the aperture 116 in a plane perpendicular to the second direction (e.g., in the direction in which the second bracket 120 extends through the aperture 116). Thus, once the first bracket 110 has been assembled, the engagement feature 122 is prevented from passing through the aperture 116.

[0058] Once the second bracket 120 is disengaged from the powertrain component 222, the second bracket 120 may be retained within the aperture 116, for example, by the first bracket 110 due to the relative dimensions 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., coupled to the support crossmember 212 by the first bracket 110). During the remainder of the collision, the second bracket 120 may be displaced with the first bracket 110. As Figure 4 shown, due to the buckling mode of the support frame, the second bracket 120 may be displaced away from the vehicle's bulkhead 14 and auxiliary components such as the master brake servo 12 (e.g., relative to the powertrain component 222). Compared to the vehicle 2 in a similar collision as Figure 1a shown, the deformation of the bulkhead 14 and the intrusion into the passenger compartment of the vehicle 200 can thus be reduced.

[0059] In the arrangements described herein, the engagement feature 122 is provided on the second bracket 120. However, equivalently, in some other arrangements of the present disclosure, the engagement feature may be additionally or alternatively provided on the first bracket 110 and may be configured to engage a docking feature formed on the second bracket 120 during a collision.

[0060] In one embodiment, a vehicle includes a catcher hook and / or arm arranged along an active side bracket to introduce a Y-load into a mount to which the active side bracket is coupled using a crossmember deformation mode. The crossmember deformation mode may deform at a first bend point between a crushable canister, a shotgun-like attachment, and the mount and at a second bend point between the mount and a rigid section. Different from the active side bracket, the passive side bracket may be strengthened. In one example, the passive side bracket includes cast iron or other similar durable material that withstands the Y-load. The passive side bracket may transfer the Y-load between the side beam and the catcher hook and / or arm.

[0061] In some examples, additionally or alternatively, the active side bracket may be manufactured as more than one piece, where the first piece may be the primary body of the active side bracket and the second piece may be the catcher hook and / or arm. By manufacturing the active side bracket as two or more pieces, the second piece (e.g., the catcher hook and / or arm) may be larger than an aperture in the passive side bracket through which the active side bracket extends. In one example, the active side bracket may be similar to Figure 4 the second bracket 120 in Figure 4 and the passive side bracket may be similar to

[0062] the first bracket 110 in

[0063] In this way, forces during a vehicle collision may be transferred to prevent components of the powertrain and auxiliary components adjacent to the powertrain from penetrating the vehicle passenger compartment. The studs of the active side bracket may be weakened at the engine side, and the active side bracket may further include a catcher and / or arm at a side opposite to the engine side, where the catcher and / or arm may interact with the passive side bracket. The technical effect of weakening the active side bracket via studs, thinner materials, etc. is to facilitate its degradation during a collision and prevent the active side bracket from swaying and contacting auxiliary components adjacent to the powertrain.

[0064] Note that the example control and estimation programs included herein can be used with various engine and / or vehicle system configurations. The control methods and programs disclosed herein can be stored in non-temporary memory as executable instructions and can be executed by a control system including a controller combined with various sensors, actuators and other engine hardware. The specific programs described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations and / or functions described can be executed in the order shown, executed in parallel, or omitted in some cases. Similarly, the features and advantages of the example embodiments of the present invention described herein do not necessarily require the processing sequence, but the processing sequence is provided for ease of illustration and description. Depending on the specific strategy used, one or more of the actions, operations and / or functions shown can be repeatedly executed. In addition, the described actions, operations and / or functions can graphically represent the code of the non-temporary memory of the computer-readable storage medium programmed into the engine control system, wherein the described actions are implemented by cooperating with the electronic controller to execute instructions in the system including various engine hardware components.

[0065] It should be appreciated that the configurations and procedures disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered limiting, as many variations are possible. For example, the above-described techniques can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0066] As used herein, unless otherwise specified, the term "approximately" is to be interpreted as the average ± 5% of a range.

[0067] The following claims specifically point out certain combinations and subcombinations believed to be novel and non-obvious. These claims may refer to "an" element or a "first" element or the equivalent thereof. These claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal or different in scope to the original claims, are deemed to be included within the subject matter of the present disclosure.

Claims

1. A support mounting assembly for a powertrain of a motor vehicle, the support mounting assembly comprising: a first bracket configured to be coupled to a support frame of the motor vehicle; and a second bracket including a coupling portion, wherein the second bracket is configured to be coupled to a powertrain component of the motor vehicle at the coupling portion, wherein one of the first bracket and the second bracket includes an engagement feature configured to engage a docking feature of the other of the first bracket and the second bracket 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 docking feature such that the first bracket applies a load to the second bracket to disengage the second bracket from the powertrain component, and wherein the docking feature includes one or more regions of increased thickness perpendicular to the coupling portion.

2. The support mounting assembly according to claim 1, wherein the second bracket includes the engagement feature and the first bracket includes the docking feature.

3. The support mounting assembly according to claim 1, wherein the first bracket defines an aperture, and a portion of the second bracket passes through the aperture formed in the first bracket.

4. The support mounting assembly according to claim 3, wherein the docking feature is formed adjacent to the aperture.

5. The support mounting assembly according to claim 3, wherein the coupling portion of the second bracket configured to be coupled to the powertrain component is disposed on a first side of the aperture, and the engagement feature is disposed on a second side of the aperture.

6. The support mounting assembly according to claim 3, wherein the first bracket includes two parts, and the aperture is formed between the two parts.

7. The support mounting assembly according to claim 6, wherein the width and / or height of the engagement feature is greater than the corresponding width and / or height of the aperture, such that the engagement feature is prevented from passing through the aperture.

8. The support mounting assembly according to claim 1, wherein the first bracket and the second bracket are configured to engage each other at a location remote from the engagement feature, and wherein a load is transferred between the powertrain component and the support frame in a first direction.

9. The support mounting assembly according to claim 8, wherein the first bracket and the second bracket are configured to additionally transfer the load between the powertrain component and the support frame in a second direction perpendicular to the first direction when the engagement feature is engaged.

10. The support mounting assembly according to claim 1, wherein the first bracket is configured to hold the second bracket after the second bracket is disengaged from the powertrain component.

11. The support mounting component according to claim 1, wherein the coupling portion includes one or more weakening features configured to promote failure of the second bracket at the coupling portion during the collision.

12. The support mounting component according to claim 11, wherein the weakening features include one or more of notches and regions of reduced thickness.

13. The support mounting component according to claim 1, further comprising a support cross member coupled to the first bracket, and wherein the support cross member is configured to buckle during a collision, and wherein as the support cross member buckles to engage the engagement feature, the support cross member displaces the first bracket, and wherein the support mounting component is displaced relative to the powertrain component away from the firewall or accessory of the motor vehicle.

14. An engine support bracket for a vehicle, which comprises: a passive side component configured to be coupled to a support frame of the vehicle; and an active side component configured to be coupled to a powertrain component of the vehicle, wherein the active side component includes a capture feature configured to engage a docking feature of the passive side component when the support frame is deflected during a collision such that the passive side component is pulled away from the active side component, the capture feature engaging the docking feature such that the passive side component applies a load to the active side component to disengage the active side component from the powertrain component, wherein the docking feature includes one or more regions of increased thickness relative to an adjacent portion of the passive side component.

15. The engine support bracket according to claim 14, wherein the passive side component includes two components that are coupled to form an aperture through which the active side component passes, and wherein the capture feature is larger than the aperture.

16. The engine support bracket according to claim 14, wherein the active side component includes a plurality of fastening studs disposed opposite the capture feature, and wherein the active side component includes a plurality of weakening notches disposed adjacent the plurality of fastening studs.

17. A system for an engine, which comprises: an active side component including a plurality of fastening studs for coupling to an engine and a capture feature disposed at opposite portions of the active side component relative to the plurality of fastening studs; and a passive side component configured to be coupled to a support frame, the passive side component including two pieces that combine to form an aperture therebetween, the active side component extending through the aperture, and wherein the aperture is sized smaller than the capture feature; Wherein the capture feature is configured to engage a docking feature of the passive side member when the support frame is deflected during a collision such that the passive side member is pulled away from the active side member, and the capture feature engages the docking feature such that the passive side member applies a load to the active side member to disengage the active side member from the engine.

18. The system of claim 17, wherein the passive side member moves in an outward direction in response to a collision until the capture feature hooks onto the passive side member, after which the active side member moves in the outward direction to degrade the plurality of fastening studs, and wherein the active side member includes a plurality of notches adjacent the plurality of fastening studs.

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