Multi-layer vibration isolation

Abstract

Vibration isolation system of a vehicle coolant manifold 102 (e.g. pump or valve), having first vibration isolation layer 105 with at least two vibration damper mounts 112A-112D, and second vibration

Description

TECHNICAL FIELD The present disclosure relates to vibration isolation of automotive components. More particularly, but not exclusively, the present disclosure relates to a vibration isolation system for a thermal management manifold for an electric vehicle. Aspects of the invention relate to a vibration isolation system, a vehicle and to a method of isolating a thermal management manifold from a vehicle frame. BACKGROUND It is known to provide vibration isolation for components of a vehicle to prevent unwanted Noise, Vibration and Harshness (NVH) from being transmitted to a cabin of the vehicle where it may be perceived by the vehicle occupants. The perception of NVH is increased in a relatively quiet electric vehicle when compared to their internal combustion engine counterparts. It is necessary to provide an improved system of vibration isolation to prevent vibration from vibration emitting components from being perceived by the vehicle occupants. It is an aim of the present invention to address one or more of the disadvantages associated with the prior art. SUMMARY OF THE INVENTION Aspects and embodiments of the invention provide a multi-layer vibration isolation system, a vehicle and a method for providing multi-layer vibration isolation as described below and as claimed in the appended claims. In one aspect, there is provided a vibration isolation system for isolating vibration of a thermal management manifold from a vehicle frame, the vibration isolation system comprising: the thermal management manifold configured to distribute a thermal management fluid about a heat management network; the vehicle frame; a mounting bracket; a first vibration isolation layer comprising at least two anti-vibration mounts; and a second vibration isolation layer comprising at least two anti-vibration mounts; wherein the first isolation layer joins the thermal management manifold and the mounting bracket, and the second isolation layer joins the mounting backet and the vehicle frame. Beneficially, the vibration isolation system provides enhanced vibration isolation for vibrating components in a vehicle with relatively low ambient noise during operation, for example an electric vehicle. The first and second vibration isolation layers may comprise four anti-vibration mounts. The anti-vibration mounts of the first vibration isolation layer may differ in stiffness to the anti-vibration mounts of the second vibration isolation layer. This accommodates slightly different vibration effects between the different parts to be joined. The anti-vibration mounts of the first vibration isolation layer may be stiffer than the anti-vibration mounts of the second vibration isolation layer. Alternatively, the anti-vibration mounts of the second vibration isolation layer may be stiffer than the antivibration mounts of the first vibration isolation layer. The anti-vibration mounts of the first vibration isolation layer may be evenly distributed about a centre of mass of the thermal management manifold. This results in a well balanced system where vibrations effects are managed equally across the parts to be joined. The anti-vibration mounts of the second vibration isolation layer may be evenly distributed about a resultant centre of mass of an assembly of the thermal management manifold and the mounting bracket. The anti-vibration mounts of the first and second vibration isolation layers may be positioned substantially in the same plane, and preferably in a plane defined by the mounting bracket. The anti-vibration mounts of the first vibration isolation layer may be positioned substantially on a first plane, preferably defined by the mounting bracket, and the anti-vibration mounts of the second vibration isolation layer may be positioned substantially on a second plane, wherein the first plane is offset from the second plane. The first vibration isolation layer may be configured to isolate vibrations substantially in a first direction and the second vibration isolation layer may be configured to isolate vibrations substantially in a second direction. The thermal management manifold may comprise at least one pump. The thermal management manifold may comprise at least one fluid control valve. According to a further aspect there is provided an electric vehicle comprising a vibration isolation system as described herein. According to a still further aspect there is provided a method for isolating vibration of a thermal management manifold of a vehicle, the method comprising: vibrationally isolating the thermal management manifold from a mounting bracket for the thermal management manifold by providing a first vibration isolation layer to join the thermal management manifold to the mounting bracket, the first vibration isolation layer joining but decoupling the thermal management manifold from the mounting bracket; vibrationally isolating the mounting bracket from a vehicle frame by providing a second vibration isolation layer to interconnect the mounting bracket to the vehicle frame, the second vibration isolation layer interconnecting but decoupling the mounting bracket from the vehicle frame. Within the scope of this application, it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in anyway and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner. BRIEF DESCRIPTION OF THE DRAWINGS One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 is a schematic drawing of a vehicle comprising a multi-layer vibration isolation system in accordance with an embodiment of the invention; Figure 2 is a schematic drawing of an electric vehicle comprising a thermal management system comprising a thermal management manifold and a multi-layer vibration isolation system in accordance with an embodiment of the invention; Figure 3 is a schematic representation of the thermal management system shown in Figure 2; Figure 4 is a partial exploded view of a control valve apparatus provided in the thermal management system shown in Figures 2 and 3; Figure 5 is a schematic representation of the multi-layer isolation system in accordance with an embodiment of the invention; Figure 6 is a cross-section view of an example of an anti-vibration mount which is used with the multilayer isolation system in Figure 5; Figure 7 is a front side view of an example of the multi-layer isolation system shown in Figure 5; Figure 8 is a rear side view to the view shown in Figure 7; Figure 9 is a top plan view of the multi-layer isolation system in Figures 7 and 8; Figure 10 is a perspective view of an alternative example of an anti-vibration mount to the one shown in Figure 6; and Figure 11 is a side view of the alternative example of the anti-vibration mount shown in Figure 10. DETAILED DESCRIPTION A multi-layer isolation system in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figures. In Figures 1 and 2, a thermal management system 3 comprising a thermal management manifold, for example a cooling manifold, is provided in a road vehicle V, such as an automobile. The vehicle V comprises at least one electric drive unit (EDU) 5-n and a battery unit 7. The or each electric drive unit 5-n comprises one or more electric traction motors for propelling the vehicle V. The battery unit 7 is a high voltage (HV) battery unit and is configured to supply electrical current to the at least one drive unit 5-n. In the present embodiment, the vehicle V comprises a front electric drive unit 5-1 fordriving the front wheels WF(n) of the vehicle V; and a rear electric drive unit 5-2 for driving the rear wheels WR(n) of the vehicle V. In use, the front and rear electric drive units 5-1,5-2 are both powered by the battery unit 7. The front electric drive unit 5-1 may comprise a single electric traction motor configured to drive both front wheels WF. Similarly, the rear electric drive units 5-2 may comprise a single electric traction motor configured to drive both rear wheels WR. Alternatively, each of the front and rear electric drive units 5-1,5-2 may comprise separate electric traction motors (not shown) configured to drive 3 respective wheels of the vehicle V. It will be understood that the thermal management system 3 may be used in a vehicle V having a single electric drive unit 5-1, for example driving either or both the front and / or rear wheels WF(n), WR(n). A schematic representation of the thermal management system 3 comprising a thermal management manifold is shown in Figure 3. The thermal management manifold is configured to distribute a thermal management fluid comprising a coolant to flow about a thermal management network comprising a coolant network 17, 18, 19. A control valve apparatus 1 is configured to control the circulation of the coolant through the thermal management manifold to manage a thermal load of the front electric drive unit 5-1, the rear electric drive unit 5-2, the battery unit 7 and the vehicle cabin (not illustrated) for occupant comfort. The thermal management system 3 comprises a coolant heater 11; a first heat exchanger 13; and a second heat exchanger 15. The coolant heater 11 is configured to heat the coolant, for example to provide fast warm-up of the cabin of the vehicle V. The coolant heater 11 in the present embodiment is a high voltage (HV) heater. The first heat exchanger 13 is in contact with the battery and is bi-directional. The coolant (a refrigerant) can be pumped to a refrigerant side of the first heat exchanger 13 to cause the first heat exchanger 13 to operate as a chiller to cool the battery. Alternatively, it can receive warm coolant to heat the battery. The supply of refrigerant can be halted to reduce or prevent heat exchange in the first heat exchanger 13. The second heat exchanger 15 is a low temperature heat exchanger (or a low temperature radiator) and is operative to reject heat from the coolant to the outside environment. A degas tank 9 is provided for the second heat exchanger 15, which is also referred to as an environmental heat dissipator. A coolant level sensor SL1 may be provided in the degas tank 9 to measure the level of the coolant. A coolant network of the thermal management system 3 can be partitioned into one or more network configurations. For example, the coolant network could comprise a first coolant loop 17; a second coolant loop 18, and a third coolant loop 19. A liquid coolant is circulated through the first second, and third coolant loops 17, 18, 19 to perform cooling of the front and rear electric drive units 5-1,5-2 and the battery unit 7. The control valve apparatus 1 comprises a first pump 53 and a second pump 55. At least one coolant temperature sensor ST1 is provided for measuring the temperature of the coolant. In the present embodiment, the coolant temperature sensor ST1 is provided at an inlet to the second pump 55. The coolant temperature sensor ST1 measures the temperature of the coolant supplied to the second pump 55. The coolant temperature sensor ST1 may be provided elsewhere in the thermal management system 3. As described herein, the coolant network 17,18,19 may be selectively configured to comprise parallel second and third coolant loops 18, 19 or one large serial coolant loop where all three coolant loops are combined in series. In overview, the battery unit 7 exists in the second coolant loop 18 and the electric drive units 5-1,5-2 exist in the third coolant loop 19. There may be additional components in any of the coolant loops as the coolant network 17, 18, 19 is configurable to either merge or partition the coolant supply between the battery unit 7 and the electric drive units 5-1,5-2. In addition, and where the coolant network 17, 18, 19 is configured such that the second and third coolant loops 18, 19 are arranged in parallel, there are two configurations that place the first coolant loop 17 comprising the first heat exchanger 13 in series with either the second coolant loop 18 or the third coolant loop 19. Which circuits are employed is under the control of valves 41,43 which themselves are controlled by a control system (not described further) of the thermal management system. With reference to Figure 4, the control valve apparatus 1 comprises a first valve unit 31 (or bypass valve unit) and a second valve unit 33 (or crossflow valve unit). In the present embodiment, the first and second valve units 31, 33 are combined in a single housing 35 along with the pumps 53,55 (denoted by a dashed line in Figure 3). In a variant, the first and second valve units 31,33 may be separate from each other. As described herein, the first and second valve units 31,33 are operable independently of each other. The first valve unit 31 comprises a battery bypass control valve 37 (see Figure 3) and a second heat exchanger bypass control valve 39 (also shown in Figure 3). As described herein, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 may be continuously variable. The battery bypass control valve 37 is disposed in series with the second coolant loop 18 and is configured to control the proportion of coolant flow between a battery supply conduit 20 and a battery bypass conduit 21. Therefore, the bypass control valve 37 is operative to control the proportion of the coolant flow through the battery unit 7 and the battery bypass conduit 21. The second heat exchanger bypass control valve 39 is disposed in series with the third coolant loop 19 and is configured to control the proportion of coolant flow through a supply conduit 26 to the second heat exchanger 15 and a second heat exchanger bypass conduit 27. Therefore, the proportional control valve 39 is operative to control the proportion of the coolant that flows through each of second heat exchanger 15 and the second heat exchanger bypass conduit 27. As described herein, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 can be configured in a plurality of bypass operating modes to configure the proportion of coolant being bypassed around either the battery unit 7 or the second heat exchanger 15. The second valve unit 33 comprises a first crossflow valve 41 and a second crossflow valve 43. The first and second crossflow valves 41, 43 are operative to selectively configure the coolant network by controlling the coolant flow through the first, second and third coolant loops 17, 18, 19. Referring to Figure 4, the first valve unit 31 comprises a first actuator 49, also referred to as the bypass actuator, and the second valve unit 33 comprises a second actuator 51, also referred to as the crossflow actuator. The first actuator 49 is provided to operate the first valve unit 31 and the second actuator 51 is provided to actuate the second valve unit 33. In the present embodiment, the first and second actuators 49, 51 are integrated into the control valve apparatus 1. The first actuator 49 comprises a first electric motor 50 and the second actuator 51 comprises a second electric motor 52. As shown in Figure 4, the first and second actuators 49, 51 are mounted directly to the housing 35 of the control valve apparatus 1. The specific operation modes of the coolant system in Figures 3 and 4 are not the subject of the present application and will not be described in further detail. A problem may exist in the thermal management system because the actuators 49, 51 of the control valve apparatus 1 and the pumps 53, 55 in the system comprise components that move and vibrate in operation. Noise Vibration and Harshness (NVH) is often a byproduct of operation of such actuators 49, 51 and pumps 53, 55. It is therefore necessary to isolate such vibration (the NVH) from the vehicle frame, to prevent it from transferring to a cabin of the vehicle where it may be perceived by occupants of the vehicle. This is particularly important in an electric vehicle where ambient noise is reduced when compared with internal combustion engine counterparts. NVH produced by vehicle components, such as the control valve apparatus 1, are likely to be more perceptible in an electric vehicle for this reason. It is therefore necessary to improve the vibration isolation of such components. Figure 5 is a schematic drawing of an embodiment of a vibration isolation system 100. This drawing shows how the various components of the vibration isolation system 100 connect with one another. As shown, a vibrating component in the form of the cooling or other thermal management manifold 102 (for example, comprising a control valve apparatus 1 and / or other vibrating components), is joined to a first vibration isolation layer 104. In this example, the first vibration isolation 104 layer comprises four anti-vibration mounts 112A-112D, although this number of anti-vibration mounts 112A-112D is not intended to be limiting. A mounting bracket 106 serves to join the first vibration isolation layer 104 with a second vibration isolation layer 108. Again, in this example, the second vibration isolation layer 108 comprises four anti-vibration mounts 114A-114D, although this number of anti-vibration mounts 114A-114D is not intended to be limiting. The second vibration isolation layer 108 joins the mounting bracket 106 to a vehicle frame 110. The mounting bracket 106 may take a different form depending on the particular vehicle installation. It is a benefit of the present invention that the vibration isolation system 100 is readily adaptable to vehicles of different type, by employing a different type of mounting bracket 106, and because of the way in which the first and second vibration isolation layers 104, 108 are configured with anti-vibration components. In order to assemble the arrangement of the thermal management manifold 102 with the vehicle frame 110, via the intermediate mounting bracket 106, the thermal management manifold 102 is first vibrationally isolated from the mounting bracket 106 by providing the first vibration isolation layer 104 to join the thermal management manifold 102 to the mounting bracket 106. The first vibration isolation layer 104 joins but decouples the thermal management manifold 102 from the mounting bracket 106. Then the mounting bracket 106 is itself vibrationally isolated from the vehicle frame 110 by providing the second vibration isolation layer 108 in the connection between the mounting bracket 106 to the vehicle frame 110. The second vibration isolation layer 108 interconnects but decouples the mounting bracket 106 from the vehicle frame 110. The order of connection may be adapted by first joining the mounting bracket 106, via the second vibration isolation layer 108, to the vehicle frame 110, before the thermal management manifold 102 is joined with the mounting bracket 106 via the first vibration isolation layer 104. Figure 6 shows a cross section view of an example of an anti-vibration mount 112 forming part of the first vibration isolation layer 104. The anti-vibration mount 112 may also be referred to as a vibration-isolating mount. Anti-vibration mounts 112 are well known in the art for joining one component to another whilst decoupling the components so as to prevent or reduce vibrations transferring between the components. Typically, the vibration isolation effect is achieved by joining the components on either side of an elastic material wherein vibration energy is directed into elastically deformations of the elastic material. In Figure 6, the anti-vibration mount 112 connects a first component, in the form of the mounting bracket 106, to a second component in the form of the thermal management manifold 102. The anti-vibration mount 112 is one of at least two anti-vibration mounts which form the first isolation layerwhich joins the thermal management manifold 102 to the mounting bracket 106, as in Figure 5. At least two further anti-vibration mounts (not shown) form a second isolation layer 108 which joins the mounting bracket 106 to the vehicle frame 110 in Figure 5. The anti-vibration mounts 114A-D of the second isolation layer 108 may be identical to the anti-vibration mount 112 in Figure 6. Therefore, referring back to the example of the vibration isolation system 100 shown in Figure 5, each vibration isolation layer 104, 108 may be provided with four anti-vibration mounts, 112, 114 respectively, each mount being of the type described with reference to Figure 6. Four of the anti-vibration mounts 112A-112D (such as those in Figure 6) connect the mounting bracket 106 to the thermal management manifold 102, and four of the vibration mounts 114A-114D (such as those in Figure 6) connect the mounting bracket 106 to the vehicle frame 110. The anti-vibration mount 112 shown in Figure 6 comprises an annular body 116, defining a central bore along a central axis A-A of the mount 112. The annular body 116 is a composite component comprising an inelastic portion 118 and a relatively elastic portion 120. The elastic portion 120 of the annular body 116 has an upper section 120a of frusto-conical form and a lower section 120b of frusto-conical form. A central region 116a of the annular body 116 has a uniform outer diameter which is defined by a part of the inelastic portion 118. The inelastic portion 118 includes a main body portion 118a of elongate form which extends parallel to the central axis A-A from the upper section 120a of the elastic portion 120 towards the lower portion 120b of the elastic portion 120. The inelastic portion 118 includes a radially extending portion 118b which extends radially from the main body portion 118a to an outer surface 118c. of the inelastic portion 118. The outer surface 118c of the radially extending portion 118b defines the uniform outer diameter of the outer surface of the annular body 106 between the frusto-conical sections 120a, 120b. The inelastic portion 118 is provided with a groove 118d in the outer surface 118c of the radially extending portion 118b. A first mounting component 126, in the form of an annular component, forms a part of the mounting bracket 106 and is fitted within the groove 118d via a radially extending inner annular flange 127 of the first mounting component 126. The radially extending inner annular flange 127 is fitted within the groove in an interference fit to join the mounting bracket 106 together with the anti-vibration mount 112. This is just one example of how the anti-vibration mount 112 may be joined to the mounting bracket 106. Many other means of attachment are contemplated, for example clamping in a bolted joint or inserting the anti-vibration mount 112 in a bore of the mounting bracket 106 and retaining it with a circlip or retaining ring. The thermal management manifold 102 is joined to the anti-vibration mount 112 via a fastener 124 which extends through the central bore formed in the annular body 116 and into the thermal management manifold 102 . An inelastic compression limiter 122 extends through the central bore of the annular body 116 to limit compression of the elastic portion 120 of the anti-vibration mount 112 when the fastener 124 connects the mounting bracket 106 and the thermal management manifold 102 together. The resultant effect of using the anti-vibration mount 112 is that the mounting bracket 106 and the thermal management manifold 102 are joined to one another through the elastic portion 120 and isolated from one another vibrationally by the elastic portion. This has benefits for the NVH of the system which is considerably reduced. Referring to Figures 7 to 9, the anti-vibration mounts 112 of the first vibration isolation layer 104 are evenly distributed about a centre of mass 130 of the thermal management manifold 102. The anti-vibration mounts 114 of the second isolation layer 108 are evenly distributed about a resultant centre of mass 132 of an assembly of the thermal management manifold 102 and the mounting bracket 106. Figure 7 is a front view of the thermal management manifold 102 when mounted to the mounting bracket 106 and Figure 8 is a rear view of the thermal management manifold 102 when mounted to the mounting bracket 106. It can be appreciated by comparing Figures 7 and 8 with Figure 9 that the centres of mass 130, 132 are in the same vertical plane, but are in different horizontal planes (horizontal, in the orientation shown in the Figures). Two of the antivibration mounts 112 between the thermal management manifold 102 and the mounting bracket 106 are visible in the front view (Figure 7) and two of the anti-vibration mounts 112 between the thermal management manifold 102 and the mounting bracket 106 are visible in the rearview (Figure 8). The other anti-vibration mounts 114 in the front view (Figure 7), four of which are shown, form the second isolation layer between the mounting bracket 106 and the vehicle frame (not shown in Figures 7 and 8). The fasteners 124a of the anti-vibration mounts 114 therefore project into the vehicle frame when the arrangement is fully assembled with the first and second isolation layers 104, 108 and the mounting bracket 106. It will be appreciated from the front and rear views that the anti-vibration mounts 112 / 114 are in the same plane. This may be referred to as a planar arrangement of anti-vibration mounts for both the first and second vibration isolation layers. In other embodiments, depending on the shape of the thermal management manifold 102 and / or the mounting bracket 106 and / or the vehicle frame 110, the anti-vibration mounts of any one vibration isolation layer, may be offset or staggered so that they are in different planes (i.e. in the side views of Figures 7 and 8 the anti-vibration mounts 112 of one isolation layer would be at different heights to the antivibration mounts 114 of the other isolation layer). In other embodiments the anti-vibration mounts 112 / 114 within a single vibration isolation layer are offset in different planes to each other. In still further embodiments the mounting bracket may be connected to the thermal management manifold 102 in a first plane which is perpendicular to a second plane in which the mounting bracket 106 connects to the vehicle frame 110. In other words, the anti-vibration mounts 112 are arranged orthogonally to the anti-vibration mounts 114. In embodiments, the stiffness of the anti-vibration mounts 112 / 114 may be different between the first and second isolation layers to accommodate different levels of vibration between different components. For example, the anti-vibration mounts 112 of the first isolation layer 104 may be stiffer than the anti-vibration mounts 114 ofthe second isolation layer 108, or vice versa. The stiffer anti-vibration mounts are configured to address high frequency vibrations whereas the less stiff / softer anti-vibration mounts are configured to address lower frequency vibrations. Adapting the relative stiffness and orientation of the anti-vibration mounts provides tunability, or an optimisation opportunity, to dissipate certain chosen frequencies, for example, natural frequencies of the system where vibration excitation is at its highest. It will be appreciated that an extension of the invention may introduce a third isolation layer in which further anti-vibration mounts and mounting bracket are used to further isolate the thermal management manifold 102 from the vehicle frame. The invention in any embodiment provides the advantage that NVH is reduced because the intermediate mounting bracket 106 isolates, via the anti-vibration mounts 112 / 114, the thermal management manifold 102 from the vehicle frame 110. The mounting bracket 106 may take a different form in different vehicles and therefore the system is a convenient means of adapting the anti-vibration system between vehicles but using like-parts (the anti-vibration mounts) in any vehicle installation to achieve the ant-vibration benefits. Figures 10 and 11 show an alternative example of an anti-vibration mount 212 / 214. The anti-vibration mount 212 / 214 is annular in form defining a central bore and associated axis A-A. The anti-vibration mount 212 / 214 has an overall exterior shape of a truncated cylinder (e.g. a disc or a puck) defining a generally cylindrical body 254. The cylindrical body 254 includes an upper end and a lower end and the radially outermost rim of each end is provided with a chamfer 250 which tapers from the upper and lower end, respectively, towards the radially outer surface of the cylindrical body. Alternatively, this chamfer 250 could be replaced by a radius or similar feature without affecting the overall function of the component. At a mid-point along the length of the cylindrical body 254, an annular groove or channel 252 is provided in the radially outer surface. The main cylindrical body 254 of the anti-vibration mount 212 / 214 is made of an elastic material, while an inelastic material (not shown) is embedded within the body 254 and envelopes the groove 252. The inelastic portion functions in the same way as before, in that it provides a stable foundation by which the anti-vibration mount 212 / 214 can be mounted in a mounting bracket or similar. The elastic portion also functions in a similar way to the previous example in that it provides a means for absorbing vibration by dissipating vibration energy by deflecting and deforming the relatively soft material. Furthermore, the anti-vibration mount 212 / 214 may feature a separate compression limiter (not shown in Figures 10 and 11) which engages into the anti-vibration mount 212 / 214 in the same way as shown in Figure 6, by insertion through the central bore. Alternatively, the compression limiter may be moulded into the component itself, forming the radially inner surface of the central aperture and at least a portion of the upper and lower ends of the anti-vibration mount 212 / 214. The anti-vibration mount 212 / 214 functions in a similar manner to the previous embodiment by substantially constraining one object to another but elastically decoupling the objects such that NVH transfer between the objects is either prevented or at least diminished. Furthermore, and similar to above, in embodiments, the stiffness of the anti-vibration mounts 212 / 214 may be different between the first and second isolation layers to accommodate different levels of vibration between different components. For example, the anti-vibration mounts 212 of the first isolation layer 104 may be stiffer than the anti-vibration mounts 214 of the second isolation layer 108, or vice versa. Any number of anti-vibration mounts 112, 114, 212, 214 may be used for each vibration isolation layer, and it need not be four anti-vibration mounts as mentioned previously. Regardless of the number of anti-vibration mounts 112,114, 212, 214 selected, the anti-vibration mounts are positioned so that they are distributed evenly about a centre of mass of the component being mounted in the vehicle frame. Furthermore, any combination 5 of anti-vibration mounts 112, 114, 212, 214 may be used, for example, one layer may comprise anti-vibration mounts 112 and another layer may comprise anti-vibration mounts 214, etc. Additionally, there may be a combination of anti-vibration mounts 112, 114, 212, 214 within one layer. Combining anti-vibration mounts 112, 114, 212, 214 of different types, stiffnesses or both serves to provide more opportunities to tune or optimise the system to the specific application. 10 The examples of anti-vibration mounts provided are not intended to be limiting. The skilled person will understand that there are many variants of anti-vibration mounts that fulfil the task of substantially constraining components but vibrationally decoupling them from one another. Such alternative examples of anti-vibration mounts could be implemented by the skilled person in the manner described by this document. 15 It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

1. A vibration isolation system for isolating vibration of a thermal management manifold from a vehicle frame , the vibration isolation system comprising:the thermal management manifold configured to distribute a thermal management fluid about a heat management network;the vehicle frame;a mounting bracket;a first vibration isolation layer comprising at least two anti-vibration mounts; anda second vibration isolation layer comprising at least two anti-vibration mounts;wherein the first isolation layer joins the thermal management manifold and the mounting bracket, and the second isolation layer joins the mounting backet and the vehicle frame.

2. The vibration isolation system of Claim 1, wherein at least one of the first and second vibration isolation layers comprises four anti-vibration mounts.

3. The vibration isolation system of any preceding claim, wherein the anti-vibration mounts of the first vibration isolation layer differ in stiffness to the anti-vibration mounts of the second vibration isolation layer.

4. The vibration isolation system of Claim 3, wherein the anti-vibration mounts of the first vibration isolation layer are stiffer than the anti-vibration mounts of the second vibration isolation layer.

5. The vibration isolation system of Claim 3, wherein the anti-vibration mounts of the second vibration isolation layer are stiffer than the anti-vibration mounts of the first vibration isolation layer.

6. The vibration isolation system of any preceding claim, wherein the anti-vibration mounts of the first vibration isolation layer are evenly distributed about a centre of mass of the thermal management manifold.

7. The vibration isolation system of any preceding claim, wherein the anti-vibration mounts of the second vibration isolation layer are evenly distributed about a resultant centre of mass of an assembly of the thermal management manifold and the mounting bracket.

8. The vibration isolation system of any preceding claim, wherein the anti-vibration mounts of the first and second vibration isolation layers are positioned substantially in the same plane, and preferably in a plane defined by the mounting bracket.

9. The vibration isolation system of any of Claims 1 to 8, wherein the anti-vibration mounts of the first vibration isolation layer are positioned substantially on a first plane, preferably defined by the mounting bracket, and the anti-vibration mounts of the second vibration isolation layer are positioned substantially on a second plane, wherein the first plane is offset from the second plane.

10. The vibration isolation system of any preceding claim, wherein the first vibration isolation layer is configured to isolate vibrations substantially in a first direction and the second vibration isolation layer substantially isolates vibration in a second direction.

11. The vibration isolation system of any preceding claim, wherein the thermal management manifold comprises at least one pump.

12. The vibration isolation system of any preceding claim, wherein the thermal management manifold comprises at least one fluid control valve.

13. A vehicle comprising the vibration isolation system of any preceding claim.

14. A method for isolating vibration of a thermal management manifold of a vehicle, the method comprising:vibrationally isolating the thermal management manifold from a mounting bracket for the thermal management manifold, by providing a first vibration isolation layer to join the thermal management manifold to the mounting bracket , the first vibration isolation layer joining but vibrationally decoupling the thermal management manifold from the mounting bracket; andvibrationally isolating the mounting bracket from a vehicle frame by providing a second vibration isolation layer to interconnect the mounting bracket and the vehicle frame, the second vibration isolation layer interconnecting but vibrationally decoupling the mounting bracket from the vehicle frame.

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