INTEGRATED MOUNTING FOR DRIVE UNITS AND STEERING RACKS

Abstract

A drive unit includes mounts that are coupled to an existing structure (e.g., a steering rack) in a vehicle. The steering rack can provide mass damping for the drive unit during operation, thus offering NVH (noise, vibration, and harshness) characteristics. The mounts can include an isolator designed to isolate a component from the vibration generated by the drive unit. Alternatively, a steering rack housing can support isolators, and the mounts can be coupled to the isolators within the steering rack housing. Utilizing an existing structure in the vehicle can reduce the number of components and manufacturing effort.

Description

INTRODUCTIONA propulsion unit may include mounts used to secure the propulsion unit in a vehicle. The brackets may be equipped with an insulator fixed with a steering rack.SUMMARYThis application relates to mounts for drive units and, more particularly, to connecting one or more mounts to components within a vehicle, such as a steering rack. The steering rack may function as a mass damper to absorb vibration from the drive unit while the isolator provides isolation of the steering rack from the vibration generated by the drive unit. Moreover, the steering rack represents a structure already existing in the vehicle. Advantageously, the manufacturing effort and the number of parts of the vehicle can be reduced.In accordance with one or more aspects of the disclosure, an assembly is described. The assembly may include a first bracket extending from a drive unit. The first bracket may support a first insulator configured to be attached to a frame rail. The assembly may further include a second bracket extending from the drive unit. The second bracket may support a second insulator. The assembly may further include a steering rack coupled to the second insulator.The assembly may further include an auxiliary frame coupled to the drive unit. The assembly may further include a steering rack bracket coupled to the subframe. In one or more implementations, the steering rack extends through the second bracket and passes through the steering rack bracket.During operation of the drive unit, the steering rack may be configured to reduce a vibration amplitude of the drive unit. The first insulator may include a first rubber bushing. The second insulator may include a second rubber bushing.In one or more implementations, in response to torque applied to a shaft by the drive unit, the first mount is configured to provide a first counter force in a first direction and the second mount is configured to provide a second counter force in a second direction opposite the first direction.The assembly may further include a third bracket extending from the drive unit. The third bracket may support a third insulator. In one or more implementations, the steering rack is coupled to the third insulator.The second retainer may include a first conical retainer. The third retainer may include a second conical retainer.In accordance with one or more aspects of the disclosure, an assembly is described. The assembly may include a first bracket extending from a drive unit. The first bracket may support a first insulator configured to couple to a frame support. The assembly may further include a second bracket extending from the drive unit. The assembly may further include a steering rack housing. The steering rack housing may support a second insulator. The assembly may further include a connector coupled to the second insulator and the second bracket. The connector may include a bolt.The assembly may further include a steering rack at least partially supported within the steering rack housing. The assembly may further include an auxiliary frame coupled to the drive unit and the steering rack housing. The assembly may further include a steering rack bracket coupled to the subframe. In one or more implementations, the steering rack extends through the second bracket and is coupled to the steering rack bracket. The second bracket may be positioned between the steering rack and the subframe.The assembly may further include a third insulator supported by the steering rack housing. The assembly may further include a third bracket extending from the drive unit and coupled to the third insulator via a second connector. In one or more implementations, the steering rack housing is at least partially positioned between the second bracket and the third bracket. The steering rack may be configured to reduce a vibration amplitude of the drive unit.According to one or more aspects of the disclosure, a vehicle is described. The vehicle may include a first bracket extending from a propulsion unit. The first bracket may support a first insulator coupled to a frame support. The vehicle may further include a second bracket extending from the propulsion unit. The vehicle may further include a steering rack housing. The vehicle may further include a second insulator coupled to the second bracket and the steering rack housing.The vehicle may further include a steering rack at least partially supported by the steering rack housing. In one or more implementations, the second insulator is supported by the second bracket and the steering rack extends through the second bracket and engages the second insulator. The steering rack may be configured to reduce a vibration amplitude of the drive unit.The vehicle may further include a connector. In one or more implementations, the steering rack housing supports the second insulator and the connector is coupled to the second insulator and the second bracket.The vehicle may further include an auxiliary frame coupled to the propulsion unit and the steering rack housing.BRIEF DESCRIPTION OF THE DRAWINGSCertain features of the subject technology are set forth in the appended claims. However, for purposes of explanation, several embodiments of the subject technology are set forth in the following figures. FIG. 1 illustrates an example of a vehicle in accordance with aspects of the present disclosure. FIG. 2 illustrates a top view of a vehicle showing an example of propulsion units in the vehicle according to aspects of the present disclosure. FIG. 3 illustrates a top view of a vehicle showing an alternative example of propulsion units in the vehicle in accordance with aspects of the present disclosure. FIG. 4 illustrates a perspective view of a drive unit and a steering rack coupled to the drive unit, in accordance with aspects of the present disclosure. FIG. 5 illustrates a side view of a drive unit and a steering rack coupled to the drive unit, further showing the drive unit coupled to a frame carrier, in accordance with aspects of the present disclosure. FIG. 6 illustrates a top view of a drive unit and a steering rack coupled to the drive unit, in accordance with aspects of the present disclosure. FIG. 7 illustrates a perspective view of an alternative example of a drive unit and a steering rack, showing the drive unit coupled to a steering rack housing, in accordance with aspects of the present disclosure. FIG. 8 illustrates a top view of a drive unit and a steering rack coupled to the drive unit, in accordance with aspects of the present disclosure. FIG. 9 illustrates a top view of an alternative example of a drive unit and a steering rack coupled to the drive unit, showing conical mounts coupled to the steering rack, in accordance with aspects of the present disclosure. FIG. 10 illustrates a perspective view of an alternative example of a drive unit and multiple brackets located in a steering rack housing, in accordance with aspects of the present disclosure. FIG. 11 illustrates a perspective view of an alternative example of a power unit and a tow hitch coupled to the power unit, in accordance with aspects of the present disclosure. FIG. 12 illustrates a top view of a drive unit and an axle tie coupled to the drive unit, in accordance with aspects of the present disclosure.DETAILED DESCRIPTIONThe detailed description provided below is intended as a description of various configurations of the subject technology and is not intended to represent the only configurations in which the subject technology may be practiced. The accompanying drawings are incorporated herein and form a part of the detailed description. The detailed description includes specific details for the purpose of providing a thorough understanding of the subject technology. However, it will be apparent and apparent to those skilled in the art that the subject technology is not limited to the specific details set forth herein and may be practiced without these specific details. In some instances, well-known structures and components are shown in the form of block diagrams to avoid obscuring the concepts of the subject technology.The subject technology relates to an assembly that includes brackets (e.g., brackets) that couple a propulsion unit to various structures in a vehicle. For example, in one or more implementations, one or more brackets extend from the drive unit at a location that enables coupling of the bracket(s) to a steering rack of the vehicle. In addition to the brackets, the assembly may include an insulator (e.g., a bushing) supported by (e.g., positioned within) the brackets. The steering rack may pass through one or more insulators. Advantageously, the steering rack, which is an existing component of the vehicle, may be used to secure the drive unit and, in addition, offers advantages such as mass damping of the drive unit, reduced manufacturing effort, and reduced noise, vibration, and roughness (NVH) characteristics of the vehicle. Moreover, the isolator may provide a counterforce to the torque generated by the drive unit, thus minimizing the effect (e.g., vibration amplitude) on the steering rack.Based on the displacement of the holders, additional holders and insulators on the drive unit can also be displaced. For example, some mounts may be repositioned and coupled to a frame rail of the vehicle. By repositioning the bracket(s) for coupling to the frame carrier, the drive unit may provide more common or symmetry with another drive unit. In this regard, vehicles having a front drive unit and a rear drive unit may be relatively similar in the respective locations of the brackets, thus reducing manufacturing costs.FIG. 1 illustrates an example of a vehicle 100, in accordance with aspects of the present disclosure. In one or more implementations, the vehicle 100 is a sport utility vehicle (SUV). In the example shown in FIG. 1, the vehicle 100 is a truck. Generally, the vehicle 100 may take the form of any motorized vehicle, including motorized vehicles having an internal combustion engine and / or one or more electric motors. Accordingly, other implementations of the vehicle 100 may include land vehicles, such as a motor vehicle (e.g., sedan, wagon), van, or commercial truck, as non-limiting examples.The vehicle 100 may include a battery pack 102. The battery pack 102 may be coupled (e.g., electrically coupled) to one or more electrical systems of the vehicle 100 to provide power to the one or more electrical systems. The vehicle 100 may further include a connector 104 (e.g., charging connector) configured to receive a cable plug (not shown in FIG. 1 ) used to transmit power (e.g., alternating current (AC)) that is converted to direct current (DC) to charge the battery pack 102. The vehicle 100 may include a chassis 108 used to support the battery pack 102 and various other components (not shown in FIG. 1 ) of the vehicle 100, as non-limiting examples of a suspension.The battery pack 102 may be coupled to a drive unit 110 aand a drive unit 110 b, which are also referred to as a front drive unit and a rear drive unit, respectively. Each of the drive units 110 aand 110 bmay include, for example, a motor, an inverter, a transmission, and a differential. In the example shown in FIG. 1, each of the drive units 110 aand 110 bmay take the form of an electric motor. In this regard, each of the drive units 110 aand 110 bmay use energy (e.g., electrical energy) stored in the battery pack 102 for propulsion to drive (e.g., rotationally propel) wheels of the vehicle 100.FIG. 2 illustrates a top view of a vehicle 200, showing an example of propulsion units of the vehicle 200, in accordance with aspects of the present disclosure. As shown, the vehicle 200 includes a propulsion unit 210 aand a propulsion unit 210 b, also referred to as a front propulsion unit and a rear propulsion unit, respectively. Each of the drive units 210 aand 210 bmay include a single motor such as an electric motor. In this regard, the vehicle 200 may be referred to as a two-engine vehicle.FIG. 3 illustrates a top view of a vehicle 300 showing an alternative example of propulsion units of the vehicle 300 in accordance with aspects of the present disclosure. As shown, the vehicle 300 includes a propulsion unit 310 aand a propulsion unit 310 b, also referred to as a front propulsion unit and a rear propulsion unit, respectively. Each of the drive units 310 aand 310 bmay include two motors, each motor may take the form of an electric motor. In this regard, the vehicle 300 may be referred to as a four-engine vehicle.The drive unit configurations shown and described in FIGS. 2 and 3 are to be considered as exemplary and not limiting, and other drive unit configurations are also possible. For example, one or more vehicles shown and / or described herein may include a single engine propulsion unit (e.g., front or rear) or multiple propulsion units having an unequal number of engines (e.g., a single engine propulsion unit and a two engine propulsion unit rear).FIG. 4 illustrates a perspective view of an example of a drive unit 410 and a steering rack 412 coupled to the drive unit 410 in accordance with aspects of the present disclosure. The propulsion unit 410 and the steering rack 412 may be implemented in a vehicle (e.g., the vehicle 100 shown in FIG. 1 ). The drive unit 410 may include any example of a drive unit described above. Thus, the propulsion unit 410 may take the form of a front propulsion unit or, alternatively, a rear propulsion unit. As shown, the drive unit 410 may include a shaft 414. The shaft 414 is configured to couple to one or more wheels (not shown in FIG. 4 ). The drive unit 410 may provide a force (e.g., torque) to the shaft 414, thus driving (e.g., rotationally driving) the shaft 414 to drive the wheels. The steering rack 412 may be coupled to the wheels and a steering wheel (not shown in FIG. 4 ), thus allowing a user of the vehicle to steer the vehicle via turning the steering wheel. Additionally, an auxiliary frame 416 may provide a base for the drive unit 410 and the steering rack 412. The drive unit 410 may be coupled (e.g., bolted, welded, or otherwise secured) to the subframe 416. Further, the steering rack 412 may be coupled to the subframe 416 via a steering rack bracket 418 aand a steering rack bracket 418 b. As shown, the steering rack 412 may pass through each of the steering rack supports 418 aand 418 b. Additionally, a steering rack housing 413 may support various components (e.g., power steering, electronic controls, or the like) used with the steering rack 412. The steering rack housing 413 may be coupled to the drive unit 410.The drive unit 410 may include an assembly of multiple components used to couple (e.g., connect) the drive unit 410 to another component. For example, the drive unit 410 may include a bracket 420 aused for coupling the drive unit 410 to, for example, a frame carrier (not shown in FIG. 4 ). Although not shown, an additional bracket, similar to bracket 420a, may be positioned at an opposing location on drive unit 410. Moreover, the drive unit 410 may include a bracket 420 band a bracket 420 c, each of which extends from the drive unit 410 for coupling to the steering rack 412. Advantageously, the use of an existing component (e.g., the steering rack 412) may require fewer parts in the vehicle, which may reduce manufacturing costs as well as provide additional space for other components in the vehicle. Each of the mounts 420 a, 420 b, and 420 c(representative of other mounts shown and / or described herein) may include, as non-limiting examples, metal such as steel, nickel, aluminum, or a combination thereof.During operation, the drive unit 410 may generate torque, thereby creating a reaction force at one or more locations where the drive unit 410 is mounted. As a result, at least a portion of the torque can be transmitted to the steering rack 412 and / or the aforementioned frame carrier. To dampen the resulting energy (e.g., vibration) due to torque, the component assembly may further include an insulator or bushing, wherein an insulator is supported by one of the brackets 420 a, 420 b, and 420 c. For example, the bracket 420 amay include an insulator 422 aconfigured to receive a cross-member (not shown in FIG. 4 ). Insulator 422a, which is representative of other insulators shown and / or described herein, may include, by way of non-limiting example, a rubber compound. The bracket 420 band the bracket 420 cmay include an insulator 422 band an insulator 422 c, respectively. The steering rack 412 may be engaged with the insulators 422 band 422 c. For example, the steering rack 412 may pass through respective openings of the insulators 422 band 422 c. By repositioning the brackets 420 band 420 c(e.g., in a manner such that the steering rack 412 passes through the insulators 422 band 422 c), one / more additional clearance zone(s) is / are created across the space previously occupied by the brackets 420 band 420 cat their previous respective locations. Advantageously, one or more components may occupy the previous locations of the brackets 420 band 420 c.FIG. 5 illustrates a side view of the drive unit 410 and the steering rack 412 coupled to the drive unit 410, further showing the drive unit 410 coupled to a frame carrier 424, in accordance with aspects of the present disclosure. The frame rail 424 may include a structure 426 (e.g., an extension) that supports a cross-member 428. The cross member 428 may be positioned within the insulator 422 a carried by the bracket 420 a.To illustrate the use of the bracket 420 aand the bracket 420 b, a force diagram is shown. For example, during operation of the drive unit 410, a force (e.g., torque) provided to the shaft 414 may be in a direction of an arrow 430. To counteract or react to the force provided by the drive unit 410 to the shaft 414, the bracket 420 amay provide a counter force in a direction of an arrow 432 aand the bracket 420 bmay provide a counter force in a direction of an arrow 432 b. As shown, arrow 432 aand arrow 432 brepresent opposite directions or at least substantially opposite directions. The bracket 420 c(shown in FIG. 4 ) may provide a similar counterforce in the direction of arrow 432 bto that of the bracket 420 b. In addition, the insulator 422 aand the insulator 422 bmay attenuate a part of the energy due to the torque. Advantageously, the energy (e.g., vibration) applied to the steering rack 412 and the frame carrier 424 is minimized or prevented.Moreover, the steering rack 412 and / or the steering rack housing 413 may provide advantages for the drive unit 410 based on their respective coupling with the drive unit 410. For example, the steering rack 412 and / or the steering rack housing 413 may function as a secondary mass damper (e.g., a tuning mass damper) that reduces the amplitude generated by vibration of the drive unit 410 during operation. Accordingly, a vehicle using the brackets, insulators, and the steering rack in a manner described herein may provide dual insulation of the drive unit 410.FIG. 6 illustrates a top view of the drive unit 410 and the steering rack 412 coupled to the drive unit 410 in accordance with aspects of the present disclosure. As shown, the steering rack 412 passes through the bracket 420 band the bracket 420 cand further through the insulator 422 band the insulator 422 cto be connected to a wheel 434 aand a wheel 434 b. Further, the cross member 428 extends from the frame bracket 424 and is inserted into the insulator 422 asupported by the bracket 420 a. In addition, a cross member 436 extends from a frame beam 438 and is inserted into an insulator 422 dsupported by a bracket 420 d, the bracket 420 dbeing coupled to the drive unit 410. Further, the steering rack housing 413 is positioned between the bracket 420 band the bracket 420 cand extends over the steering rack 412. Advantageously, brackets 420 band 420 cdo not present an obstruction to the steering rack 412 and the steering rack housing 413, and conversely, the steering rack 412 and the steering rack housing 413 do not present an obstruction to the brackets 420 band 420 c.FIG. 7 illustrates a perspective view of an example of a drive unit 510 and a steering rack 512, showing the drive unit 510 coupled to a steering rack housing 513, in accordance with aspects of the present disclosure. The drive unit 510 and the steering rack 512 may be implemented in a vehicle (e.g., the vehicle 100 shown in FIG. 1 ). The drive unit 510 may include any example of a drive unit described above. Thus, the propulsion unit 510 may take the form of a front propulsion unit or, alternatively, a rear propulsion unit. Additionally, the drive unit 510 may include features similar to those shown in previous examples, such as a shaft 514 configured to couple to one or more wheels (not shown in FIG. 7 ) and an auxiliary frame 516 providing a base for the drive unit 510 and the steering rack 512. Additionally, one or more components of the steering rack 512 may be positioned or at least partially positioned within the steering rack housing 513.The drive unit 510 may include a bracket 520 aused for coupling the drive unit 510 to, for example, a frame carrier (not shown in FIG. 7 ). The bracket 520 amay include an insulator 522 a. Although not shown, an additional bracket, similar to bracket 520a, may be positioned at an opposing location on drive unit 510. In addition, the driving unit 510 may include a bracket 520 band a bracket 520 c. As shown, the steering rack 512 extends over the brackets 520 band 520 c(e.g., along the Z-axis of Cartesian coordinates), and accordingly, the steering rack 512 is not directly coupled to the brackets 520 band 520 c. The steering rack 512 may be fixed to the steering rack housing 513 using a steering rack bracket 518 aand a steering rack bracket 518 b. Although not shown in FIG. 7, the steering rack 512 may extend below (e.g., along the Z-axis of Cartesian coordinates) the brackets 520 band 520 c, while not remaining directly coupled to the brackets 520 band 520 c.Further, the steering rack housing 513 may support an insulator 522 band an insulator 522 cconfigured to couple to the bracket 520 band the bracket 520 c,respectively. Various connectors may be used to couple the brackets to the insulators. For example, a connector 536 a(shown partially as dotted lines) is connected to the bracket 520 band extends from the bracket 520 band into the insulator 522 b. Further, a connector 536 b(shown partially as dotted lines) is connected to the bracket 520 cand extends from the bracket 520 cand into the insulator 522 c. As non-limiting examples, each of the connectors 536 aand 536 bmay take the form of a bolt. Based on the insulators 522 aand 522 b, the steering rack housing 513 may be isolated from the vibration during operation of the drive unit 510, while simultaneously providing mass damping to the drive unit 510 to reduce the amplitude of the vibration generated by the drive unit 510 during operation. Further, the mass of the steering rack 512 may also be used for mass damping of the drive unit 510, among other things due to the coupling of the steering rack 512 to the steering rack housing 513.FIG. 8 illustrates a top view of the drive unit 510 and the steering rack 512 coupled to the drive unit 510, in accordance with aspects of the present disclosure. As shown, the bracket 520 band the bracket 520 care adjusted / repositioned such that the steering rack 512 passes over the bracket 520 band the bracket 520 cto connect to a wheel 534 aand a wheel 534 b. Additionally, the insulators 522 band 522 cmay be fully or at least substantially embedded within the steering rack housing 513. The insulator 522 bis coupled to the bracket 520 bvia the connector 536 a, and the insulator 522 cis coupled to the bracket 520 cvia the connector 536 b.Moreover, a cross member 528 extends from the frame bracket 524 and is inserted into the insulator 522 asupported by the bracket 520 a. Further, a cross member 536 extends from a frame beam 538 and is inserted into an insulator 522 dsupported by a bracket 520 d, the bracket 520 dbeing coupled to the drive unit 510.FIG. 9 illustrates a top view of an alternative example of a drive unit 610 and a steering rack 612 coupled to the drive unit 610, showing conical mounts coupled to the steering rack 612, in accordance with aspects of the present disclosure. The propulsion unit 610 and the steering rack 612 may be implemented in a vehicle (e.g., the vehicle 100 shown in FIG. 1 ). The drive unit 610 may include a bracket 620 aand a bracket 620 d, and may further include an insulator 622 aand an insulator 622 dsupported by the bracket 620 aand the bracket 620 d, respectively. The drive unit 610 may further include a bracket 620 band a bracket 620 c, and an insulator 622 band an insulator 622 c, which are supported by the bracket 620 band the bracket 620 c, respectively. As shown, each of the mounts 620b and 620c may take the form of a conical mount. For example, each of the brackets 620 band 620 cis connected to the drive unit 610. However, further away from the drive unit 610 (e.g., along a Y-axis of Cartesian coordinates). The brackets 620 band 620 cconnect extend or expand outwardly away from each other (e.g., along the X-axis).Advantageously, any load applied to the steering rack 612 via the brackets 620 band 620 cis further from the center of the steering rack 612, thus reducing the excitation of the steering rack 612 at or near the center of the steering rack 612.FIG. 10 shows a perspective view of an alternative example of a drive unit 710 and multiple brackets located in a steering rack housing 713, in accordance with aspects of the present disclosure. The drive unit 710 and the steering rack housing 713 may be implemented in a vehicle (e.g., the vehicle 100 shown in FIG. 1 ). Similar to previous examples, the drive unit 710 may include a bracket 720 aand an insulator 722 a carried by the bracket 720 a. The bracket 720 aand the insulator 722 amay be representative of one or more additional brackets.The insulators may be insulators. The drive unit 710 may further include a bracket 720 band a bracket 720 c, which are wholly or at least partly located in the steering rack housing 713. In addition, the bracket 720 band the bracket 720 cmay support an insulator 722 band an insulator 722 c, respectively. The steering rack 712 may pass through the steering rack housing 713 as well as through the respective openings of each of the insulators 722 band 722 c. By accommodating the steering rack 712 and a plurality of brackets and insulators, the steering rack housing 713 can be provided as a sub-assembly connected to the drive unit 710.FIG. 11 illustrates a top view of a drive unit 810 and a tow hitch 840 coupled to the drive unit, in accordance with aspects of the present disclosure. The propulsion unit 810 and the tow hitch 840 may be implemented in a vehicle (e.g., the vehicle 100 shown in FIG. 1 ). Similar to previous examples, the drive unit 810 may include a bracket 820 aand a bracket 820 d, and an insulator 822 aand an insulator 822 d carried by the bracket 820 aand the bracket 820 d, respectively. The drive unit 810 may further include a holder 820 band a holder 820 c, and an insulator 822 band an insulator 822 c, which are supported by the holder 820 band the holder 820 c, respectively.The tow bar 840 is configured to attach various objects to a vehicle, such as a trailer or a recreational vehicle (as non-limiting examples). The tow bar 840 may include a cross member 842 connected to a frame beam 824 and a frame beam 838. Further, the cross member 842 may pass through the bracket 820 band the bracket 820 c, and more specifically, through the insulator 822 band the insulator 822 c. Thus, the propulsion unit 810 may be coupled to the tow hitch 840, and the tow hitch 840 may provide mass damping to the propulsion unit 810 to reduce a vibration amplitude generated by the propulsion unit 810.FIG. 12 illustrates a perspective view of an alternative example of a drive unit 910 and a knuckle 950 coupled to the drive unit 910, in accordance with aspects of the present disclosure. The propulsion unit 910 and the axle tie 950 may be implemented in a vehicle (e.g., the vehicle 100 shown in FIG. 1 ). Similar to previous examples, the drive unit 910 may include a bracket 920 aand an insulator 922 a carried by the bracket 920 a. The mount 920 aand the insulator 922 amay be representative of one or more additional mounts and insulators, respectively. The drive unit 910 may further include a bracket 920 band a bracket 920 c, and an insulator 922 band an insulator 922 c, which are supported by the bracket 920 band the bracket 920 c, respectively.The axle tie 950 may be secured about an axle 952 and provide reinforcement to the axle 952. The axle tie 950 may include a rod 954 that extends through the bracket 920 band the bracket 920 c, and more specifically through respective openings of the insulator 922 band the insulator 922 c. Thus, the drive unit 910 may be coupled to the axle tie 950, and the axle tie 950 may provide mass damping to the drive unit 810 to reduce a vibration amplitude generated by the drive unit 910.As used herein, the term "at least one / one of" prior to a series of elements with the term "and" or "or" to separate any of the elements modifies the list as a whole instead of any element of the list (i.e., any element). The term "at least one / one of" does not require selection of at least one of each listed element; rather, the term allows a meaning that includes at least one of any of the elements and / or at least one of any combination of the elements and / or at least one of each of the elements. For example, the terms "at least one of A, B, and C" or "at least one of A, B, or C" refer to only A, only B, or only C, respectively; any combination of A, B, and C; and / or at least one of A, B, and C, respectively.When an element is referred to herein as being "connected" or "coupled" to another element, it is understood that the elements may be directly connected to the other element or include intervening elements present between the elements. On the other hand, when an element is referred to as being "directly connected" or "directly coupled" to another element, it is understood that there are no intervening elements in the "direct" connection between the elements. However, the existence of a direct connection does not exclude other connections in which intermediate elements may be present.The predicate words "configured to", "operable to", and "programmed to" do not imply a particular tangible or non-tangible modification of an object, but are instead used interchangeably. In one or more implementations, a processor configured to monitor and control an operation or component may also mean that the processor is programmed to monitor and control the operation or the processor is operable to monitor and control the operation. Similarly, a processor configured to execute code may be configured as a processor programmed to execute code or operable to execute code.Terms such as an aspect, the aspect, another aspect, some aspects, one or more aspects, an implementation, the implementation, another implementation, some implementations, one or more implementations, an embodiment, the embodiment, another embodiment, some embodiments, one or more embodiments, a configuration, the configuration, another configuration, some configurations, one or more configurations, the subject technology, the disclosure, the present disclosure, other variations thereof, and the like are for convenience and do not imply that a disclosure related to such term(s) is essential to the subject technology or that this disclosure applies to all configurations of the subject technology. A disclosure related to such term(s) may apply to all configurations or one or more configurations. A disclosure related to such term(s) may provide one or more examples. A term, such as an aspect or some aspects, may refer to one or more aspects and vice versa, and this applies similarly to other terms above.The word "exemplary" is used herein to mean "serving as an example, case, or illustration.". Any embodiment described herein as "exemplary" or "example" is not necessarily to be construed as preferred or advantageous over other embodiments. Moreover, to the extent that the term "include", "have", or the like is used in the specification or claims, such term is intended to be included in a manner similar to the term "comprise", such as "comprise" being interpreted when used as a transitional word in a claim.All structural and functional equivalents to the elements of the various aspects described in this disclosure, known or later known to those of ordinary skill in the art, are expressly incorporated herein by reference and are intended to be encompassed by the claims. Moreover, nothing disclosed herein is intended to make public available regardless of whether such disclosure is expressly recited in the claims. No claim element is to be understood under the provisions of 35 U.S.C. §112 paragraph 6 unless the element is expressly recited using the term "means for", or the element is recited using the term "step for" in the case of a method claim.The foregoing description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications of these aspects will readily occur to those skilled in the art, and the generic principles defined herein may be applied to other aspects. Thus, the claims are not intended to be limited to the aspects shown herein, but are intended to correspond to the full scope of protection consistent with the linguistic claims, where reference to an element in the singular is not intended to mean "one and only one" unless expressly so stated, but rather "one or more.". Unless expressly stated otherwise, the term "some" refers to one or more. Pronouns in the maskulin (e.g., his) include the female and sural sex (e.g., her and his), and vice versa. Headers and sub-headers, if any, are used for convenience only and do not limit the subject disclosure.

Claims

An assembly, comprising: a first bracket extending from a drive unit, the first bracket supporting a first insulator configured to be fixed to a frame bracket; a second bracket extending from the drive unit, the second bracket supporting a second insulator; and a steering rack coupled to the second insulator.The assembly of claim 1, further comprising: an auxiliary frame coupled to the drive unit; and a steering rack bracket coupled to the auxiliary frame, wherein the steering rack extends through the second bracket and passes through the steering rack bracket.The assembly of claim 1, wherein the steering rack is configured during operation of the drive unit to reduce a vibration amplitude of the drive unit.The assembly of claim 1, wherein: the first insulator comprises a first rubber bushing, and the second insulator comprises a second rubber bushing.The assembly of claim 1, wherein in response to torque applied to a shaft by the drive unit: the first bracket is configured to provide a first counter force in a first direction and the second bracket is configured to provide a second counter force in a second direction opposite the first direction.The assembly of claim 1, further comprising a third bracket extending from the drive unit, the third bracket supporting a third insulator, the steering rack coupled to the third insulator.The assembly of claim 6, wherein: the second mount comprises a first conical mount, and the third mount comprises a second conical mount.An assembly comprising: a first bracket extending from a drive unit, the first bracket supporting a first insulator configured to couple to a frame bracket; a second bracket extending from the drive unit; a steering rack housing, the steering rack housing supporting a second insulator; and a connector coupled to the second insulator and the second bracket.The assembly of claim 8, wherein the connector comprises a bolt.The assembly of claim 8, further comprising a steering rack at least partially supported within the steering rack housing.The assembly of claim 10, further comprising an auxiliary frame coupled to the drive unit and the steering rack housing.The assembly of claim 11, further comprising a steering rack bracket coupled to the subframe, wherein the steering rack extends through the second bracket and is coupled to the steering rack bracket.The assembly of claim 12, wherein the second bracket is positioned between the steering rack and the subframe.The assembly of claim 8, further comprising: a third insulator supported by the steering rack housing; and a third bracket extending from the drive unit and coupled to the third insulator via a second connector, wherein the steering rack housing is at least partially positioned between the second bracket and the third bracket.The assembly of claim 8, wherein the steering rack is configured to reduce a vibration amplitude of the drive unit.A vehicle, comprising: a first bracket extending from a propulsion unit, the first bracket supporting a first insulator coupled to a frame rail; a second bracket extending from the propulsion unit; a steering rack housing; and a second insulator coupled to the second bracket and the steering rack housing.The vehicle of claim 16, further comprising a steering rack at least partially supported by the steering rack housing, wherein: the second insulator is supported by the second bracket, and the steering rack extends through the second bracket and engages the second insulator.The vehicle of claim 16, wherein the steering rack is configured to reduce a vibration amplitude of the propulsion unit.The vehicle of claim 16, further comprising a connector, wherein: the steering rack housing supports the second insulator, and the connector is coupled to the second insulator and the second bracket.The vehicle of claim 16, further comprising an auxiliary frame coupled to the drive unit and the steering rack housing.

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