A bracket for a drive system of a vehicle

Abstract

This disclosure relates to a bracket for supporting a vehicle's drive system, comprising at least a pair of side structures that extend generally in a spaced-apart and parallel relationship. Each of the side structures extends between a front portion and a rear portion. At least one transverse structure extends laterally between the rear portions of the side structures. At least one drive system connector is connected to at least one of the structures for coupling the bracket to the vehicle's drive system. At least one body connector is connected to at least one of the structures for coupling the bracket to the vehicle's body. A gap is defined between the front portions of the side structures such that no transverse structure is located between the front portions of the side structures.

Description

[0001] Cross-references to related applications

[0002] This patent application claims priority to U.S. Patent Application No. 19 / 393,710, filed November 19, 2025; U.S. Provisional Patent Application No. 63 / 723,606, filed November 22, 2024; and U.S. Provisional Patent Application No. 63 / 755,508, filed February 7, 2025, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] This disclosure relates to vehicles. More specifically, this disclosure relates to a bracket for supporting the drive system of a vehicle. Background Technology

[0004] This section provides background information relating to this disclosure, which does not necessarily constitute prior art.

[0005] Electric vehicles (EVs), especially automobiles, represent a significant advancement in vehicle technology. EVs replace traditional internal combustion engines with electric propulsion systems. An electric propulsion system typically consists of one or more electric drive systems (EDS), which include an electric motor, gearbox, and related components, powered by a high-capacity battery. Typically, a frame serves as the structural backdrop for the EV. The body is attached to the frame and encompasses the outer shell and interior areas, including the passenger compartment and storage areas. The design of the frame is often influenced by the placement and integration of the large battery pack and EDS. Typically, the frame consists of a front bracket, a rear bracket, and an intermediate section located between and connecting the front and rear brackets. The front and rear brackets are adapted to support the EDS, while the intermediate section is adapted to hold the battery pack.

[0006] Figure 1 This is an example of a conventional rear bracket 2. The rear bracket 2 includes a pair of parallel side members 3. A front transverse member 4 and a rear transverse member 5 extend between the side members 3. The EDS 6, consisting of an electric motor 7, a gearbox 8, and related components, is supported by members 3, 4, and 5. Due to space constraints, the gearbox 8 of the EDS 6 is typically positioned in a forward orientation, such as... Figure 1 As shown.

[0007] To connect the EDS 6 to the bracket 2 and mitigate noise, vibration, and harshness (NVH), EDS bushings 13 and 14 are typically used. These EDS bushings 13 and 14 are mounted at connection points 9 and 10 on the bracket 2. Adapter 15 provides the connection between the EDS 6 and the EDS bushings 13 and 14. Additionally, the bracket 2 has link arm connection points 11 and 12 for mounting the link arms of the vehicle's wheel suspension system to the bracket 2. To further absorb NVH, the bracket 2 is connected to the vehicle body via bushing 16.

[0008] There is still a need to improve the EV framework, especially to accommodate technological advancements in both batteries and EDS. Summary of the Invention

[0009] A bracket for supporting a vehicle's drive system includes at least a pair of spaced-apart side structures, each side structure extending between front and rear portions. At least one rear transverse structure extends between the rear portions of the side structures. At least one drive system connector is connected to at least one of the side structures and the rear transverse structure for coupling the bracket to the vehicle's drive system. At least one body connector is connected to at least one of the side structures and the rear transverse structure for coupling the bracket to the vehicle body. A gap is defined between the front portions of the side structures such that no transverse structure is located between the front portions of the side structures.

[0010] The presence of the gap and the absence of a front transverse structure offer numerous advantages. The free space in the front area of ​​the bracket provided by the gap allows for the placement of other vehicle components, such as a large battery. The gap also reduces the bracket's footprint and weight. Furthermore, the bracket can be manufactured simply and inexpensively in a variety of ways and using a wide range of materials. Attached Figure Description

[0011] Other advantages of this disclosure will be readily apparent from the following detailed description taken in reference to the accompanying drawings, in which:

[0012] Figure 1 This is a top view of a conventional bracket for a vehicle according to one aspect of this disclosure;

[0013] Figure 2 This is a top view of a first embodiment of a bracket according to one aspect of the present disclosure, which shows a drive system in which the EDS is oriented such that the gearbox is in the rear region of the bracket and the electric motor is in the front region of the bracket.

[0014] Figure 3 This is a rear perspective view of the first embodiment of the bracket;

[0015] Figure 4 This is a side view of the first embodiment of the bracket;

[0016] Figure 5 This is a front perspective view of the first embodiment of the bracket;

[0017] Figure 6 This is a top view of a second embodiment of the bracket according to another aspect of this disclosure;

[0018] Figure 7 This is a rear perspective view of a second embodiment of the bracket;

[0019] Figure 8This is a side view of a second embodiment of the bracket;

[0020] Figure 9 This is a top view of a second embodiment of the bracket, showing the drive system, wherein the EDS is oriented such that the gearbox is located in the rear region of the bracket and the electric motor is located in the front region of the bracket; and

[0021] Figure 10 This is a side sectional view of a second embodiment of the bracket. Detailed Implementation

[0022] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. Generally, the subject embodiments relate to a bracket for supporting a vehicle's drive system; however, exemplary embodiments are provided only to complete the disclosure and fully convey the scope to those skilled in the art. Numerous specific details, such as examples of particular components, devices, and methods, are set forth to provide a thorough understanding of embodiments of the disclosure. It will be apparent to those skilled in the art that specific details are not required, exemplary embodiments may be embodied in many different forms, and neither should be construed as limiting the scope of the disclosure. In some exemplary embodiments, well-known processes, well-known device structures, and well-known techniques are not described in detail. It should be understood that the teachings of this disclosure can be applied to various types of vehicles, such as recreational vehicles.

[0023] More specifically, referring to the accompanying drawings, where the same numerals denote corresponding components in the various views, embodiments of rear brackets 20A, 20B for supporting the drive system of a vehicle are provided. The disclosed embodiments show brackets 20A, 20B used in conjunction with an electric drive system (EDS) 53 for an electric vehicle (EV), but brackets 20A, 20B can also be used to support other types of drive systems, such as internal combustion engines (ICE) and / or related components, or hybrid systems consisting of an ICE and an electric motor. According to the embodiments and as shown... Figure 2 and Figure 9 As shown, EDS 53 consists of an electric motor 57, a gearbox 55, and related components. The preferred embodiment shows rear brackets 20A and 20B, but the principles described herein can also be applied to the front bracket. This will be discussed in more detail below. Figures 2 to 5 The first embodiment relates to a rear bracket 20A made of steel, and Figures 6 to 10 The second embodiment relates to a rear bracket 20B made of aluminum.

[0024] In both embodiments, the rear brackets 20A, 20B include a pair of lower structures 22A, 22B (e.g., tracks) extending in a generally spaced-apart and parallel relationship. Each of the lower structures 22A, 22B extends between the front portions 24A, 24B and the rear portions 26A, 26B. A pair of upper structures 28A, 28B (e.g., tracks) are positioned above the lower structures 22A, 22B and extend in a generally spaced-apart and parallel relationship. Each of the upper structures 28A, 28B extends between the front portions 30A, 30B and the rear portions 32A, 32B. Each upper structure 28A, 28B is coupled to one of the lower structures 22A, 22B. The forward portions 30A and 30B of each of the upper structures 28A and 28B cover the front portions 24A and 24B of the associated lower structures 22A and 22B, and the rear portions 32A and 32B of each of the upper structures 28A and 28B cover the rear portions 26A and 26B of the associated lower structures 22A and 22B.

[0025] The lower rear transverse structures 34A and 34B (e.g., tracks) extend laterally between the rear portions 26A and 26B of the lower side structures 22A and 22B, and are connected to the lower side structures 22A and 22B at a pair of end portions 36A and 36B. Similarly, the upper rear transverse structures 38A and 38B (e.g., tracks) extend laterally between the rearward portions 32A and 32B of the upper side structures 28A and 28B, and are connected to the upper rear transverse structures 38A and 38B at a pair of end sections 40A and 40B.

[0026] Furthermore, the intermediate transverse structures 39A and 39B (e.g., rails) extend laterally between the central portions of the lower structures 22A and 22B, and extend forward from the lower rear transverse structures and / or the upper rear transverse structures 34A, 34B, 38A, and 38B. As shown, the intermediate transverse structures 39A and 39B may be integrally connected to or otherwise connected (e.g., using bolts) to the lower rear transverse structures 34A and 34B, as well as the lower rear transverse structures and / or the upper rear transverse structures 34A, 34B, 38A, and 38B. The intermediate transverse structures 39A and 39B may generally have a C-shaped form, with a pair of legs 43A and 43B extending in an arc shape from the bases 41A and 41B of the rear transverse structures 34A, 34B, 38A, and 38B, and from the center away from the bases 41A and 41B, to the front portions 24A, 24B, 30A, and 30B of the side structures 22A, 22B, 28A, and 28B. Gap 52A and 52B (discussed in further detail below) are located between the bases 41A and 41B of the intermediate transverse structures 39A and 39B and the legs 43A and 43B. The presence of the intermediate transverse structures 39A and 39B helps to allow the elimination of the front transverse structure by providing structural reinforcement for the brackets 20A and 20B.

[0027] Rear couplings 42A, 42B (e.g., EDS bushings 42A, 42B as shown) are connected to the upper rear transverse structures 38A, 38B for connection to the EDS 53 or other powertrain components of the vehicle. Therefore, rear couplings 42A, 42B function as drive system couplings. More specifically, rear couplings 42A, 42B are configured to receive connecting bolts for the EDS or other powertrain components and provide both connection between the brackets 20A, 20B and the EDS, and damping between the brackets 20A, 20B and the EDS. Other types of couplings may be used.

[0028] A pair of front connectors 44A, 44B (e.g., EDS bushings 44A, 44B as shown) each extend laterally through the front portion 24A, 24B of one of the lower structures 22A, 22B to connect with the EDS 53 or other powertrain components of the vehicle. Therefore, the front connectors 44A, 44B also serve as drive system connectors. The EDS or other powertrain components can be connected to any combination of the rear connectors and the front connectors 42A, 42B, 44A, 44B. According to a preferred embodiment, the two front connectors 44A, 44B are aligned with each other, but they can also be arranged to be misaligned. Like the rear connectors 42A, 42B, the front connectors 44A, 44B provide both connection between the brackets 20A, 20B and the EDS, and damping between the brackets 20A, 20B and the EDS. Similarly, other types of connectors can be used.

[0029] A pair of rear body connectors 46A, 46B (e.g., bushings 46A, 46B as shown) are each connected to the end portions 36A, 36B of the lower rear transverse structures 34A, 34B and the end sections 40A, 40B of the upper rear transverse structures 38A, 38B. A pair of front body connectors 48A, 48B (e.g., bushings 48A, 48B as shown) are connected to the front portions 24A, 24B of each lower side structure 22A, 22B. The rear body connectors and front body connectors 46A, 46B, 48A, 48B provide both connection between the brackets 20A, 20B and the body (e.g., body-in-white) and vibration damping between the rear brackets 20A, 20B and the body. Other types of connectors can also be used.

[0030] A pair of anti-roll bar (ARB) brackets 50A and 50B extend rearward from the upper rear transverse structure 38A and 38B near the end sections 40A and 40B to connect to and support the anti-roll bar of the vehicle.

[0031] As shown in the figure, there is no front transverse structure located between the front portions 24A and 24B of the lower side structures 22A and 22B, or between the forward portions 30A and 30B of the upper side structures 28A and 28B. Instead, gaps 52A and 52B are defined between the front portions 24A and 24B of the upper and side structures 28A, 28B, 22A, and 22B, and between the sections. The front EDS bushings 44A and 44B face the gaps 52A and 52B. Figure 2 and Figure 6 As shown in the best illustration, the absence of the front transverse structure provides the arched shape of the brackets 20A and 20B. In order to provide satisfactory stiffness for the brackets 20A and 20B without the front transverse structure, the rear transverse structures 34A, 34B, 38A, and 38B have a larger cross-section compared to conventional rear transverse members.

[0032] like Figure 6 and Figure 10 As shown in the optimal diagram, the dimensions of the middle horizontal structures 39A and 39B, the side structures 22A, 22B, 28A and 28B, and the rear horizontal structures 34A, 34B, 38A and 38B can be varied to optimize the size of the gaps 52A and 52B.

[0033] For details, please refer to the following: Figure 10The intermediate horizontal structure length ML1 between the rear ends of the lower and upper rear horizontal structures 34A, 34B, 38A, 38B and the foremost point of the bases 41A, 41B of the intermediate horizontal structures 39A, 39B can be set as a desired percentage of the rear horizontal structure height RH1 between the top of the upper rear horizontal structures 38A, 38B and the bottom of the lower rear horizontal structures 34A, 34B. According to an embodiment, the rear horizontal structure height RH1 can be 80% of the intermediate structure length ML1. In this case, the rear horizontal structure height RH1 can be 239 mm, and the intermediate horizontal structure length ML1 can be 299 mm. According to another embodiment, this ratio can be in the range of 60% to 100%, and according to yet another embodiment, this ratio can be in the range of 70% to 90%.

[0034] Continue to refer to Figure 10 The intermediate horizontal structure heights MH1 and MH2 of intermediate horizontal structures 39A and 39B can be set as a predetermined percentage of the rear horizontal structure height RH1. This can be taken at the minimum height MH1 of the intermediate horizontal structure, which is the minimum height between the bottom and top of the intermediate horizontal structures 39A and 39B, or at the maximum height MH2 of the intermediate structure, which is the maximum height between the bottom and top of the intermediate horizontal structures 39A and 39B. According to an embodiment, the intermediate horizontal structure heights MH1 and MH2 can be in the range of 3% to 44% of the rear horizontal structure height RH1. According to this embodiment, the minimum height MH1 of the intermediate horizontal structure can be 18 mm, the maximum height MH2 of the intermediate horizontal structure can be 57 mm, and the rear horizontal structure height RH1 can be 239 mm. According to another embodiment, the intermediate horizontal structure heights MH1 and MH2 can be in the range of 5% to 34% of the rear horizontal structure height RH1.

[0035] refer to Figure 6 The length ML1 of the intermediate horizontal structure can be set as a predetermined percentage of the length SL1 of the side structure, where SL1 is the maximum length of the lower and upper side structures 22A, 22B, 28A, and 28B. According to an embodiment, the length ML1 of the intermediate horizontal structure can be between 28% and 68% of the length SL1 of the side structure. According to this embodiment, the length ML1 of the intermediate horizontal structure can be 299 mm, and the length SL1 of the side structure can be 618 mm. According to another embodiment, the length ML1 of the intermediate horizontal structure can be in the range of 38% to 58% of the length SL1 of the side structure.

[0036] The presence of gaps 52A and 52B and the absence of a front transverse structure offer several advantages. First, the free space provided by gaps 52A and 52B in the front region of brackets 20A and 20B allows for the placement of other vehicle components, such as large batteries, EDS, or other powertrain components. Additionally, the smaller size of brackets 20A and 20B allows for the use of larger luggage compartments and provides logistical advantages, such as smaller packages for transporting brackets 20A and 20B, and weight reduction. Due to the absence of a front transverse structure, EDS 53 can be mounted to brackets 20A and 20B from both the top and front directions. Another advantage is the extended collision length provided by brackets 20A and 20B during rear-end collisions. Furthermore, the absence of a front structure provides an efficient architecture for brackets 20A and 20B, allowing for, for example, a straight connection between the rear body bushings 46A and 46B and brackets 20A and 20B. Figures 2 to 6 As shown, according to an embodiment, the rear transverse structures 38A, 38B and 34A, 34B can be straightened, which reduces the footprint of the brackets 20A, 20B. The overall arcuate shape of the brackets 20A, 20B with the straightened rear transverse structures 38A, 38B and 34A, 34B provides satisfactory connection rigidity between the brackets 20A, 20B and the vehicle body through simple packaging.

[0037] In addition, such as Figure 2 and Figure 9 As shown, in this layout, the EDS 53 can be rotated to multiple configurations, which can provide space-saving improvements and driving characteristic adjustments. (Compared to...) Figure 1 Compared to the forward-oriented EDS, gearbox 8 is located in the gearbox 8. Figure 2 and Figure 9 The gearbox 55 is shown in a rearward-oriented EDS 53.

[0038] The main arrangement of brackets 20A and 20B can be formed from high-pressure die-cast aluminum parts, such as... Figures 6 to 10 The illustrated embodiment. Low-pressure die castings with welded extrusions can also be used. According to other embodiments, welded aluminum plates can be used. A single high-pressure die-cast arrangement offers advantages over a welded arrangement, such as reduced cost (due to fewer manufacturing processes required), increased durability (because damage typically begins at the weld), and a lighter weight design. Welded steel clamshell technology can also be used to manufacture this arrangement, for example... Figures 2 to 5 The example shown.

[0039] The terminology used herein is for the purpose of describing particular exemplary embodiments and is not intended to be limiting. As used herein, the singular forms “a,” “one,” and “the” may also be intended to include the plural forms unless the context clearly indicates otherwise. The terms “comprising,” “including,” “covering,” and “having” are inclusive and therefore specify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, components, parts, and / or groups thereof. The method steps, processes, and operations described herein should not be construed as necessarily requiring them to be performed in a particular order discussed or shown, unless specifically identified as such. It should also be understood that additional or alternative steps may be employed.

[0040] When an element or layer is referred to as being “on,” “joined to,” “connected to,” or “attached to” another element or layer, it may be directly on, joined to, connected to, or attached to the other element or layer, or there may be intermediate elements or layers present. In contrast, when an element is referred to as being “directly on,” “directly joined to,” “directly connected to,” or “directly attached to” another element or layer, there may be no intermediate elements or layers present. Other terms used to describe relationships between elements should be interpreted in a similar manner (e.g., “between” vs. “directly between,” “adjacent” vs. “directly adjacent,” etc.). As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items.

[0041] Although the terms first, second, third, etc., may be used herein to describe various elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Terms such as “first,” “second,” and other numerical terms, as used herein, do not imply sequence or order unless the context clearly indicates otherwise. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as a second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0042] Spatial relative terms, such as “inner,” “outer,” “below,” “lower,” “lower part,” “above,” “upper,” etc., may be used herein to describe the relationship of one element or feature to other elements or features as shown in the figures. Spatial relative terms may be intended to cover different orientations of the device in use or operation other than those shown in the figures. For example, if the device in the figures is flipped, an element described as being “below” or “below” other elements or features would be oriented as being “above” other elements or features. Thus, the exemplary term “below” can cover both above and below orientations. The device may be oriented in other ways (rotated 90 degrees or other orientations), and the spatial relative descriptors used herein will be interpreted accordingly.

[0043] The foregoing description of the embodiments is provided for illustrative purposes and is not intended to be exhaustive or limiting. The various elements or features of a particular embodiment are generally not limited to that specific embodiment, but rather, where applicable, these elements or features can be substituted for each other and can be applied to any embodiment, even if not specifically illustrated or described in that embodiment. Modifications can also be made in various ways. Such modifications should not be considered a departure from this disclosure, and all such modifications are intended to be included within the scope of this disclosure.

Claims

1. A bracket for supporting the power system of a vehicle, comprising: At least one pair of side structures, the side structures being spaced apart from each other, and each side structure extending between a front portion and a rear portion; At least one rear transverse structure, the rear transverse structure extending between the rear portions of the side structures; At least one drive system connector is connected to at least one of the side structure and the rear transverse structure for connecting the bracket to the vehicle's drive system. At least one body connector, the body connector being connected to at least one of the side structure and the rear transverse structure for attaching the bracket to the vehicle body; as well as A gap, defined between the front portions of the side structures, such that no transverse structures are located between the front portions of the side structures.

2. The bracket according to claim 1, further comprising an intermediate transverse structure extending between the side structures near the rear transverse structure.

3. The bracket according to claim 2, wherein the intermediate transverse structure generally has a C-shaped shape, the C-shaped shape having a base positioned along the at least one rear transverse structure and a pair of legs extending in an arc shape from a central portion away from the base to the front portion of the side structure, and wherein the gap is located between the legs and the base of the intermediate transverse structure.

4. The bracket of claim 3, wherein the side structure extends along the length direction between the front portion and the rear portion, wherein a rear transverse structure height is provided across the top and bottom of the rear transverse structure, wherein an intermediate transverse structure length is provided along the length direction between the rear end of the rear transverse structure and the front portion of the center of the intermediate transverse structure, and wherein the rear transverse structure height is in the range of 60% to 100% of the intermediate transverse structure length.

5. The bracket of claim 3, wherein the side structure extends along the length direction between the front portion and the rear portion, wherein a rear transverse structure height is provided across the top and bottom of the rear transverse structure, wherein an intermediate transverse structure length is provided along the length direction between the rear end of the rear transverse structure and the front portion of the center of the intermediate transverse structure, and wherein the rear transverse structure height is in the range of 70% to 90% of the intermediate transverse structure length.

6. The bracket of claim 3, wherein the side structure extends along the length direction between the front portion and the rear portion to a maximum structural length, wherein an intermediate transverse structure length is provided along the length direction between the rear end of the rear transverse structure and the front portion of the center of the intermediate transverse structure, and wherein the intermediate transverse structure length is in the range of 28% to 68% of the side structure length.

7. The bracket of claim 3, wherein the side structure extends along the length direction between the front portion and the rear portion to a maximum structural length, wherein an intermediate transverse structure length is provided along the length direction between the rear end of the rear transverse structure and the front portion of the center of the intermediate transverse structure, and wherein the intermediate transverse structure length is in the range of 38% to 58% of the side structure length.

8. The bracket of claim 3, wherein an intermediate transverse structure height is provided between the bottom and top of the intermediate transverse structure, wherein a rear transverse structure height is provided between the bottom and top of the rear transverse structure, and wherein the intermediate transverse structure height is in the range of 3% to 44% of the rear transverse structure height.

9. The bracket of claim 3, wherein an intermediate transverse structure height is provided between the bottom and top of the intermediate transverse structure, wherein a rear transverse structure height is provided between the bottom and top of the rear transverse structure, and wherein the intermediate transverse structure height is in the range of 5% to 34% of the rear transverse structure height.

10. The bracket according to claim 1, wherein the side structure and the rear transverse structure are formed from aluminum high-pressure die casting.

11. The bracket according to claim 1, wherein the side structure and the rear transverse structure are formed by welded steel clamshells.

12. The bracket of claim 1, wherein each of the at least one pair of side structures comprises a lower side structure and an upper side structure, the upper side structure being connected to and positioned above the lower side structure.

13. The bracket of claim 12, wherein the at least one rear transverse structure comprises a lower rear transverse structure and an upper rear transverse structure, the lower rear transverse structure extending between and connected to the lower side structures, the upper rear transverse structure extending between and connected to the upper side structures, and located above the lower rear transverse structure.

14. The bracket of claim 13, further comprising an intermediate transverse structure extending between and connected to the lower side structure and the lower rear transverse structure, wherein the intermediate transverse structure generally has a C-shaped shape, the C-shaped shape having a base positioned along at least one lower rear transverse structure and a pair of legs extending in an arc shape to a front portion of the lower side structure away from the base, and wherein the gap is located between the legs and the base of the intermediate transverse structure.

15. The bracket of claim 1, wherein the side structure extends a length in a longitudinal direction between the front and rear portions of the side structure, wherein an electronic drive system is connected to the bracket and is at least partially located in the gap, wherein the electronic drive system includes an electric motor and a gearbox, and wherein the gearbox is oriented toward the rear transverse structure and the electric motor is oriented opposite to the gearbox in the gap.

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