US20160368359A1 - An arrangement for packaging an engine of a vehicle - Google Patents

An arrangement for packaging an engine of a vehicle Download PDF

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Publication number
US20160368359A1
US20160368359A1 US15/121,000 US201515121000A US2016368359A1 US 20160368359 A1 US20160368359 A1 US 20160368359A1 US 201515121000 A US201515121000 A US 201515121000A US 2016368359 A1 US2016368359 A1 US 2016368359A1
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United States
Prior art keywords
wheels
pair
engine
operatively coupled
frame
Prior art date
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Abandoned
Application number
US15/121,000
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English (en)
Inventor
Samir Ramesh Rawte
Radhakrishnan Janakiraman
Richard Paul Haas
Aravind Sourirajan Bharadwaj
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Mahindra and Mahindra Ltd
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Mahindra and Mahindra Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mahindra and Mahindra Ltd filed Critical Mahindra and Mahindra Ltd
Publication of US20160368359A1 publication Critical patent/US20160368359A1/en
Assigned to MAHINDRA AND MAHINDRA LIMITED reassignment MAHINDRA AND MAHINDRA LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BHARADWAJ, ARAVIND SOURIRAJAN, RAWTE, Samir Ramesh, HAAS, Richard Paul, JANAKIRAMAN, Radhakrishnan
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/04—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, transversely to the longitudinal centre line of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • B60K17/24—Arrangements of mountings for shafting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/30—Arrangement or mounting of transmissions in vehicles the ultimate propulsive elements, e.g. ground wheels, being steerable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle

Definitions

  • the present disclosure relates to an arrangement for packaging an engine of a vehicle.
  • a majority of vehicles are rear wheel drive vehicles, wherein an engine drives rear wheels of the vehicle. More specifically, the rear wheels are driven by the engine, particularly; the engine is coupled with a transmission which in turn is connected to a differential via a propeller shaft.
  • the differential is mounted on a rear axle supporting the rear wheels.
  • the engine, particularly the internal combustion (IC) engine rotates the propeller shaft and consequently rotating the rear axle through the differential.
  • the engine is mounted longitudinally with respect to a frame of the vehicle.
  • the engine is mounted in the front portion of the vehicle.
  • U.S. Pat. No. 4,867,260 discloses a drive line assembly and a mounting arrangement for converting a front engine front wheel drive vehicle to an on-demand four wheel drive system.
  • the vehicle rear axle is adapted to be selectively driven by means of a viscous fluid coupling positioned intermediate a forward angled universal-joint drive line assembly and a rear torque tube enclosed longitudinal propeller shaft assembly.
  • An overrunning clutch is rigidly connected intermediate a forwardly extending neck portion of the rear axle drive housing and the torque tube defines a composite torque tube structure.
  • the overrunning clutch is adapted to be locked for a transmission of torque during normal driving.
  • the rear axle drive housing is sprung from the frame by a pair of transversely aligned isolation mounts while the composite torque tube is resiliently secured by a bracket support adjacent to its forward end.
  • the composite torque tube provides an extended lever arm of a predetermined length that oscillates in a vertical plane about the transverse axis of the pair of rear mounts whereby the reaction torque vibrations from the rear axle drive imparted to the forward resilient bracket support are effectively dampened.
  • U.S. Pat. No. 4,483,408 discloses a final drive arrangement of an automotive transaxle.
  • the final drive unit arrangement is provided with a gearing between the differential gear and one of the driven wheels which reverses the rotation of the output of the final drive unit and then reverses the same, so that both of the driven wheels rotate in the same direction but the reaction input to the final drive unit from each of the driven wheels negates or offsets the other.
  • U.S. Pat. No. 1,802,191 discloses a motor vehicle that includes a frame comprises side channel members spreading rearwards, front and rear cross channel members, intermediate cross tubular members, and forward and rearward extensions, having transverse spring suspension, a car body supported on the frame, seats supported on the side frame members and a floor supported on the lower flange of the side frame members.
  • the frame having channel side and end members, mounted on transverse springs, the front cross channel member supporting in rear, a gas engine, flywheel and clutch and in front, a transmission casing, a differential casing, stub shafts journal led in the sides thereof and brake drums mounted on the stub shafts, forming a balanced power and drive mechanism.
  • the front engine, rear wheel driven power train package is predominantly used in vehicles having “body on frame” configuration of the vehicle. Further front engine front wheel drive is used in vehicles having monocoque construction, particularly, “body frame integrated” construction. With front engine, front wheel drive configuration of the vehicle, the requirement of propeller shaft, rear axle and differential is eliminated.
  • the “body on frame” configuration of the vehicle has its own advantages.
  • An object of the present disclosure is to provide an arrangement for packaging an engine of automobile, wherein the engine is disposed at the front portion of the vehicle having “body on frame”, and utilizing the “body on frame” configuration of the vehicle and advantages associated with the “body on frame” configuration of the vehicle
  • Another object of the present disclosure is to provide an arrangement for packaging the engine of automobiles reducing weight of the vehicle.
  • an object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that is simple in construction.
  • Another object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that enhances fuel economy.
  • Further object of the present disclosure is to provide an arrangement for packaging the engine of automobiles.
  • an object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that reduces maintenance requirements associated with the vehicle.
  • an object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that increases power to weight ratio.
  • an object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that enhances steering performance.
  • Further object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that improves traction in the steered wheels.
  • FIG. 1 illustrates a schematic plan view of a conventional arrangement for packaging an engine of a vehicle
  • FIG. 2 illustrates a schematic plan view of an arrangement for packaging an engine of a vehicle in accordance with a first embodiment of the present disclosure, wherein the engine is transversely disposed at a front portion with respect to the longitudinal axis of a frame of the vehicle;
  • FIG. 3 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with the first embodiment of the present disclosure
  • FIG. 4 illustrates a schematic front view for packaging an engine on a frame of a vehicle in accordance with the first embodiment of the present disclosure
  • FIG. 5 illustrates a schematic view for packaging an engine on a frame of a vehicle in accordance with the first embodiment of the present disclosure, wherein the schematic view depicts mounting of the engine at three mounting locations;
  • FIG. 6 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with a second embodiment of the present disclosure, wherein the schematic top view depicts a transfer case driving a second pair of wheels via a propeller shaft, a rear differential and a rear axle;
  • FIG. 7 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with a third embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine and a transaxle which is replaced by an automatic transmission gear box;
  • FIG. 8 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with a fourth embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine and a transaxle which is replaced an automated manual transmission gear box ‘AM’;
  • AM automated manual transmission gear box
  • FIG. 9 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with a fifth embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine and an ‘E-motor’ disposed between a transaxle and the engine;
  • FIG. 10 illustrates a schematic top in accordance with a sixth embodiment of the present disclosure, wherein the schematic top view depicts an E-motor ‘E’ replacing the engine and the transaxle;
  • FIG. 11 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with a seventh embodiment of the present disclosure, wherein the schematic top view depicts the transverse arrangement of the engine with respect to the longitudinal axis of a frame of the vehicle, and an E-motor ‘E’ operatively connected to a second pair of wheels.
  • FIG. 1 illustrates a schematic plan view of a conventional arrangement for packaging an engine 102 of a vehicle 100 .
  • the vehicle 100 includes a first pair of wheels 101 , the engine 102 , a transmission unit 104 , a propeller shaft 106 , a rear differential 108 , a rear axle 110 , and a second pair of wheels 112 .
  • the engine 102 is mounted in a front portion of the vehicle 100 .
  • the engine 102 is mounted longitudinally with respect to a frame of the vehicle 100 .
  • the first pair of wheels 101 and the second pair of wheels 112 are adapted to support the frame of the vehicle 100 .
  • the vehicle 100 is operated by driving the second pair of wheels 112 .
  • the second pair of wheels 112 is driven by the engine 102 of the vehicle 100 .
  • the engine 102 is operatively coupled with the transmission unit 104 that in turn is operatively coupled to the rear differential 108 via the propeller shaft 106 .
  • the power (drive) generated from the engine 102 is transmitted to the rear differential 108 via the transmission unit 104 and the propeller shaft 106 .
  • the rear differential 108 mounted on the rear axle 110 transfers the drive to the rear axle 110 which in turn transfers the drive to the second pair of wheels 112 and hence the second pair of wheels 112 rotates.
  • the front engine, rear wheel driven power train package is predominantly used in vehicles having “body on frame” configuration of the vehicle. Further front engine front wheel drive is used in vehicles having monocoque construction, particularly, “body frame integrated” construction.
  • the “body on frame” configuration of the vehicle has its own advantages.
  • FIG. 2 illustrates a schematic plan view of an arrangement for packaging an engine 201 of a vehicle 200 in accordance with a first embodiment of the present disclosure, wherein the engine 201 is transversely disposed at a front portion with respect to the longitudinal axis of a frame (not shown in FIG. 2 ) of the vehicle 200 .
  • the vehicle 200 includes a first pair of wheels 206 a 1 and 206 b 1 , the transversely arranged engine 201 , a transmission unit 202 , a first drive shaft 205 a and a second drive shaft 205 b .
  • a propeller shaft a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:
  • FIG. 3 illustrates a schematic top view for packaging an engine 201 on a frame 207 of a vehicle 200 in accordance with the first embodiment of the present disclosure.
  • FIG. 3 depicts the frame 207 comprising a front end, a rear end, left operative side 207 a and a right operative side 207 b , mounting brackets 208 comprising a first power train mounting bracket 208 a , a second power train mounting bracket 208 b and a third power train mounting bracket 208 c , a cross member 209 , a first pair of wheels comprising a left side front wheel 206 a 1 and a right side front wheel 206 b 1 , the engine 201 , a transmission unit 202 , a final drive unit 203 , a first drive shaft 205 a , a second drive shaft 205 b , a first constant velocity joint 204 a 1 , a second constant velocity joint 204 a 2 , a third constant velocity joint 204 b 1 ,
  • the engine 201 of the vehicle 200 is operatively coupled with the transmission unit 202 which is further operatively coupled to the final drive unit 203 .
  • the transmission unit 202 receives power (drive) from the engine 201 and transfers it to the final drive unit 203 .
  • the final drive unit 203 comprises a first output shaft (not shown in FIG. 3 ) and a second output shaft (not shown in FIG. 3 ).
  • the combination of the transmission unit 202 and the final drive unit 203 is referred as a transaxle.
  • the engine 201 and the transaxle are placed in an operative transverse direction with respect to the longitudinal axis of the frame 207 of the vehicle 200 .
  • the transverse direction refers to a direction from an operative left hand side to an operative right hand side of the vehicle 200 .
  • One end of the first drive shaft 205 a of the vehicle 200 is operatively coupled to the final drive unit 203 via the first output shaft and the first constant velocity joint 204 a 1
  • the other end of the first drive shaft 205 a is operatively coupled to the first knuckle 210 a 1 via the second constant velocity joint 204 a 2 .
  • the first knuckle 210 a 1 is rigidly operatively connected to the left side wheel 206 a 1 of the vehicle 200 . Further, one end of the second drive shaft 205 b of the vehicle 200 is operatively coupled to the intermediate drive shaft 212 . One end of the intermediate drive shaft 212 is operatively coupled to the second output shaft and other end of the intermediate drive shaft 212 is supported by the bearing 211 .
  • the intermediate drive shaft 212 is operatively connected to the second drive shaft 205 b of the vehicle 200 via the third constant velocity joint 204 b 1 .
  • the second drive shaft 205 b is operatively connected to the second knuckle 210 b 1 via the fourth constant velocity joint 204 b 2 .
  • the second knuckle 210 b 1 is rigidly operatively connected to the right side wheel 206 b 1 .
  • the constant velocity joints 204 a 1 , 204 a 2 , 204 b 1 and 204 b 2 facilitate an angular and a vertical movement of the first pair of wheels 206 a 1 and 206 b 1 .
  • the angular movement of the first pair of wheels 206 a 1 and 206 b 1 is generated during turning the vehicle 200 .
  • the vertical movement is caused due to non-planar road surface.
  • the engine 201 and the transaxle are supported on the frame 207 of the vehicle 200 at three mounting locations (refer FIG. 5 ).
  • the engine 201 is supported between the left operative side 207 a and the right operative side 207 b using the first power train mounting bracket 208 a , the second power train mounting bracket 208 b , and the third power train mounting bracket 208 c .
  • the engine 201 , the transmission unit 202 , the final drive unit 203 , the left operative side 207 a , the right operative side 207 b , the first power train mounting bracket 208 a , the second power train mounting bracket 208 b , and the third power train mounting bracket 208 c are supported on the cross member 209 of the frame 207 of the vehicle 200 .
  • the cross member 209 is welded to the left operative side 207 a and the right operative side 207 b .
  • the first, second and third power train mounting brackets 208 a , 208 b and 208 c includes a plurality of vibration absorbers (not shown in FIG. 3 ) in order to attenuate vibration generated in the engine 201 .
  • the vibration absorbers are flexible elements made of rubber.
  • the transmission unit 202 includes input gears, output gears and output shaft. Output shaft of the transmission unit 202 transfer power to gears of the final drive unit 203 based on the selection of the input gears and output gears of the transmission unit 202 .
  • Power received by the final drive unit 203 is transferred to the first drive shaft 205 a and 205 b via the first output shaft and the second output shaft of the final drive unit 203 .
  • the first drive shaft 205 a and the intermediate drive shaft 212 are operatively connected to the constant velocity joints 204 a 1 and 204 b 1 respectively.
  • Power transferred to the intermediate drive shaft 212 is transferred to the second drive shaft 205 b which is then transferred to the right side front wheel 206 b 1 via the constant velocity joints 204 b 1 , 204 b 2 and the second knuckle 210 b 1 .
  • the power is transferred from the first drive shaft 205 a to the left side front wheel 206 a 1 via the constant velocity joints 204 a 1 , 204 a 2 and the first knuckle 201 a 1 .
  • the constant velocity joints 204 a 1 , 204 a 2 , 204 b 1 , 204 b 2 facilitate angular and vertical movements of the first pair of wheels 206 a 1 and 206 b 1 . Further, the constant velocity joints 204 a 1 , 204 a 2 , 204 b 1 and 204 b 2 allow the first and second drive shafts 205 a and 205 b to transmit power by a constant rotational speed and at a variable angle without undesirable increase in the friction.
  • the final drive unit 203 comprises a differential gear (not shown in FIG. 3 ) for facilitating the differential rotation of the first pair of wheels 206 a 1 and 206 b 1 .
  • a vehicle body is secured on the frame 207 .
  • the first pair of wheels 206 a 1 and 206 b 1 , and the second pair of wheels 206 a 2 and 206 b 2 provides support to the frame 207 .
  • FIG. 4 illustrates a schematic front view for packaging an engine 201 on a frame of a vehicle 200 in accordance with the first embodiment of the present disclosure.
  • FIG. 4 includes the elements as mentioned in FIG. 3 .
  • FIG. 6 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a second embodiment of the present disclosure, wherein the schematic top view depicts a transfer case 214 driving a second pair of wheels 206 a 2 and 206 b 2 via a propeller shaft 216 , a rear differential 218 and a rear axle 220 .
  • FIG. 6 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a second embodiment of the present disclosure, wherein the schematic top view depicts a transfer case 214 driving a second pair of wheels 206 a 2 and 206 b 2 via a propeller shaft 216 , a rear differential 218 and a rear axle 220 .
  • first constant velocity joint 204 a 1 also includes a first constant velocity joint 204 a 1 , a second constant velocity joint 204 a 2 , a third constant velocity joint 204 b 1 , a fourth constant velocity joint 204 b 2 , a fifth constant velocity joint 204 a 3 , a sixth constant velocity joint 204 b 3 , a first knuckle 210 a 1 , a second knuckle 210 b 1 , a third knuckle 210 a 2 , a fourth knuckle 210 b 2 , a first pair of wheels 206 a 1 and 206 b 1 .
  • the transaxle which is a combination of the transmission unit 202 and the final drive unit 203 is modified to have the transfer case 214 .
  • the transfer case 214 is operatively connected to the propeller shaft 216 .
  • the propeller shaft is then operatively connected to the rear differential 218 which is mounted on the rear axle 220 .
  • the power generated in the engine 201 is transferred to the rear axle 220 via the transfer case 214 , the propeller shaft 216 , and the rear differential 218 .
  • the power received by the rear axle is then transferred to the second pair of wheels 206 a 2 and 206 b 2 via the fifth constant velocity joint 204 a 3 , the third knuckle 210 a 2 , the sixth constant velocity joint 204 b 3 , and the fourth knuckle 210 b 2 .
  • the power flow to the second pair of wheels 206 a 2 and 206 b 2 via the transfer case 214 , the propeller shaft 216 , the rear differential 218 , and the rear axle 220 can be controlled by providing the “All-wheel drive switch”.
  • the “All-wheel drive switch”, depending upon the requirement, can be automatically and/or manually operated that is the transfer case 14 can be selectively powered.
  • the mechanism of the All-wheel drive is based on the traction needs of the first pair of wheels 206 a 1 and 206 b 1 , and the second pair of wheels 206 a 2 and 206 b 2 of the vehicle 200 .
  • the first pair of wheels 206 a 1 and 206 b 1 , and the second pair of wheels 206 a 2 and 206 b 2 of the vehicle 200 can be selectively powered continuously using the All-wheel drive mechanism.
  • the All-wheel drive mechanism can be incorporated with minimum modifications in the arrangement for packaging the engine 201 .
  • the All-wheel drive mechanism provides an additional traction and controls the torque requirement for the first pair of wheels 206 a 1 and 206 b 1 , and the second pair of wheels 206 a 2 and 206 b 2 in the changing road conditions.
  • the All-wheel drive mechanism is not incorporated, use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:
  • FIG. 7 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a third embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine 201 and a transaxle which is replaced by an automatic transmission gear box ‘A’.
  • the automatic transmission gear box ‘A’ contains a fluid coupling (not shown in FIG. 7 ) and a torque converter (not shown in FIG. 6 ).
  • FIG. 6 depicts that no additional mounting arrangement is required for mounting the automatic transmission gear box ‘A’.
  • use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:
  • FIG. 8 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a fourth embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine 201 and a transaxle which is replaced an automated manual transmission gear box ‘AM’.
  • the automated manual transmission gear box ‘AM’ contains a gear box (not shown in FIG. 8 ), and automatic clutch mechanism (not shown in FIG. 8 ).
  • FIG. 8 depicts that no additional mounting arrangement is required for mounting the automated manual transmission gear box ‘AM’.
  • use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:
  • FIG. 9 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a fifth embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine 201 and an ‘E-motor’ disposed between a transaxle and the engine 201 .
  • the transaxle is a combination of the transmission unit 202 and the final drive unit 203 .
  • the E-motor ‘E’ added between the engine 201 and the transaxle forms a mild hybrid configuration.
  • the E-motor ‘E’ can be powered by a battery pack which can be positioned in the underbody (not shown in FIG. 9 ) of the vehicle 200 . Due to the E-motor ‘E’, torque, fuel economy of the vehicle 200 can be improved.
  • FIG. 9 depicts that no additional mounting arrangement is required for mounting the E-motor ‘E’.
  • use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:
  • FIG. 10 illustrates a schematic top view in accordance with a sixth embodiment of the present disclosure, wherein the schematic top view depicts an E-motor ‘E’ replacing the engine 201 and the transaxle. Replacement of the engine 201 and the transaxle by the E-motor ‘E’ forms a mild hybrid configuration.
  • FIG. 10 depicts that no additional mounting arrangement is required for mounting the E-motor ‘E’. In this embodiment, use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:
  • FIG. 11 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a seventh embodiment of the present disclosure, wherein the schematic top view depicts the transverse arrangement of the engine 201 with respect to the longitudinal axis of a frame of the vehicle 200 , and an E-motor ‘E’ operatively connected to a second pair of wheels 206 a 2 and 206 b 2 .
  • FIG. 11 depicts that the E-motor ‘E’ is operatively coupled to the rear axle 220 that is operatively connected to the second pair of wheels 206 a 2 and 206 b 2 .
  • the E-motor ‘E’ mounted on the rear axle 220 forms a full hybrid configuration.
  • the E-motor ‘E’ will be powered by a battery pack which can be the positioned in the underbody of the vehicle 200 .
  • the type of configuration described in FIG. 11 is referred to as full hybrid configuration. This type of configuration improves the torque, fuel economy of the vehicle 200 . Further, this type of configuration reduces the emission of carbon-dioxide from the vehicle 200 .
  • a steering gear is operatively coupled to the first pair of wheels 206 a 1 and 206 b 1 , and the steering gear is one of a left hand steering gear and a right hand steering gear.
  • an engine 201 of the vehicle 200 can be disposed inclined about the crankshaft axis on either side to have better packaging clearances.
  • the present disclosure relates to the arrangement for packaging the engine of the vehicle as described herein above.
  • the arrangement has several technical advancements:

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Body Structure For Vehicles (AREA)
  • Packaging Of Machine Parts And Wound Products (AREA)
US15/121,000 2014-02-24 2015-02-24 An arrangement for packaging an engine of a vehicle Abandoned US20160368359A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
IN636/MUM/2014 2014-02-24
IN636MU2014 IN2014MU00636A (ru) 2014-02-24 2015-02-24
PCT/IB2015/051360 WO2015125124A1 (en) 2014-02-24 2015-02-24 An arrangement for packaging an engine of a vehicle

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PCT/IB2015/051360 A-371-Of-International WO2015125124A1 (en) 2014-02-24 2015-02-24 An arrangement for packaging an engine of a vehicle

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US10099551B2 (en) * 2014-12-22 2018-10-16 Mazda Motor Corporation Power train supporting structure for vehicle
US11420514B2 (en) 2020-07-14 2022-08-23 Allison Transmission, Inc. Multispeed transaxle with sprung powertrain mounting and methods therefor

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10099551B2 (en) * 2014-12-22 2018-10-16 Mazda Motor Corporation Power train supporting structure for vehicle
US11420514B2 (en) 2020-07-14 2022-08-23 Allison Transmission, Inc. Multispeed transaxle with sprung powertrain mounting and methods therefor

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BR112016019481A2 (ru) 2017-08-15
WO2015125124A1 (en) 2015-08-27
BR112016019481A8 (pt) 2022-10-25
US11642953B2 (en) 2023-05-09
US20210197654A1 (en) 2021-07-01
EP3110700A1 (en) 2017-01-04
BR112016019481B1 (pt) 2023-04-18
IN2014MU00636A (ru) 2015-10-23
EP3110700A4 (en) 2017-12-20

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