WO2005123437A1 - Front-engine, rear-wheel-drive car - Google Patents

Front-engine, rear-wheel-drive car Download PDF

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Publication number
WO2005123437A1
WO2005123437A1 PCT/IB2005/001949 IB2005001949W WO2005123437A1 WO 2005123437 A1 WO2005123437 A1 WO 2005123437A1 IB 2005001949 W IB2005001949 W IB 2005001949W WO 2005123437 A1 WO2005123437 A1 WO 2005123437A1
Authority
WO
WIPO (PCT)
Prior art keywords
car
shaft
drive
gear
engine
Prior art date
Application number
PCT/IB2005/001949
Other languages
French (fr)
Inventor
Mauro Rioli
Carlo Neri
Original Assignee
Ferrari S.P.A.
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 Ferrari S.P.A. filed Critical Ferrari S.P.A.
Publication of WO2005123437A1 publication Critical patent/WO2005123437A1/en

Links

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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds

Definitions

  • the present invention relates to a front-engine, rear-wheel-drive car.
  • BACKGROUND ART High-performance, front-engine sports cars normally have a rear-wheel or permanent four-wheel drive.
  • the most widely used rear-wheel drive solution features a front clutch and gearbox in series with the drive shaft of the engine; the output of the gearbox is connected to a propeller shaft extending longitudinally to the rear axle where it is connected to a differential for distributing drive torque to the two rear drive wheels.
  • the above design solution has various drawbacks : unbalanced weight distribution towards the front axle, a relatively high centre of gravity of the car, and the need for an ample engine compartment.
  • Figure 1 shows a schematic plan view of a front- engine, rear-wheel-drive car in accordance with the present invention
  • Figure 2 shows an operating diagram of a dual-clutch gearbox of the Figure 1 car
  • Figure 3 shows a simplified operating diagram of the dual-clutch gearbox in Figure 2
  • Figure 4 shows, schematically, the spatial arrangement of some of the components of the Figure 2 dual-clutch gearbox.
  • FIG. 1 indicates a car comprising two front driven wheels 2; and two rear drive wheels 3, to which a drive torque, produced by a front longitudinal internal combustion engine 4, is transmitted.
  • engine 4 comprises eight cylinders 5 arranged in two rows and connected mechanically to a drive shaft 6, which extends longitudinally, i.e. parallel to the travelling direction of car 1, and transmits drive torque to rear drive wheels 3 by means of a power train 7.
  • Power train 7 comprises a longitudinal one-piece tubular propeller shaft 8 connecting drive shaft 6 to a rear clutch-gearbox assembly 9.
  • Clutch-gearbox assembly 9 incorporates a dual clutch 10 (in particular, an oil-bath disk clutch) and, in series, a dual-clutch gearbox 11, which transmits drive torque to a self-locking differential 12, which in turn distributes the drive torque to the two rear drive wheels 3 by means of two axle shafts 13. Consequently, gearbox 11 is connected directly to differential 12, and propeller shaft 8 is connected permanently to drive shaft 6 at one end, and permanently to the input of dual clutch 10 at the other end.
  • a dual clutch 10 in particular, an oil-bath disk clutch
  • a dual-clutch gearbox 11 which transmits drive torque to a self-locking differential 12, which in turn distributes the drive torque to the two rear drive wheels 3 by means of two axle shafts 13. Consequently, gearbox 11 is connected directly to differential 12, and propeller shaft 8 is connected permanently to drive shaft 6 at one end, and permanently to the input of dual clutch 10 at the other end.
  • the input of dual clutch 10 is connected permanently to propeller shaft 8, while the two outputs of dual clutch 10 are connected respectively to two primary shafts 14 and 15 of gearbox 11, which are nested coaxially one inside the other, so that, when dual clutch 10 is operated, each primary shaft 14, 15 is connectable selectively to propeller shaft 8 to receive the drive torque produced by engine 4.
  • Each primary shaft 14, 15 supports two gears 16 angularly integral with primary shaft 14, 15.
  • Gearbox 11 also comprises two secondary shafts 17 and 18, each supporting four gears 19 connected in rotary manner to respective secondary shaft 17, 18 and which are selectively locked angularly to respective secondary shaft 17, 18 by means of four common synchronizing devices 20. It should be stressed that each synchronizing device 20 is common to two gears 19.
  • Each gear 19 meshes with a gear 16 with a given gear ratio corresponding to a given speed gear of car 1.
  • the Roman numerals in Figures 2 and 3 indicate the speed gears corresponding to gears 19 (reverse gear is indicated RW) .
  • each gear 16 meshes directly with relative gear 19, with the exception of the reverse gear 16, which meshes with relative gear 19 with the interposition of a known idler (not shown) for inverting rotation of secondary shaft 18.
  • each secondary shaft 17, 18 supports a gear 21, which is angularly integral with secondary shaft 17, 18 and connected to a gear 22, angularly integral with an input shaft 23 of differential 12, via the interposition of a further gear 24.
  • primary shafts 14, 15, secondary shafts 17, 18, and input shaft 23 are all longitudinal.
  • a primary shaft 14 or 15 is connected to propeller shaft 8 by dual clutch 10, and one of gears 19 is locked angularly to a secondary shaft 17 or 18 by relative synchronizing device 20, power is transmitted from the primary shaft 14, 15 to the secondary shaft 17, 18 by gear 16 meshing with gear 19, and, downstream, is transmitted by secondary shaft 17, 18 to input shaft 23 of differential 12 by gears 21, 22 and 24.
  • Car 1 as described above has numerous advantages : easy manufacture; optimum weight balance between the front and rear axles; relatively low centre of gravity of car 1; and distribution of the mechanical part between the front compartment (housing engine 4) and the rear compartment (housing clutch-gearbox assembly 9) .
  • clutch-gearbox assembly 9 as described above may also be used in a car 1 with a central engine 4 (i.e. between the front and rear axles) or a rear engine 4. In both which cases, the only substantial difference in power train 7 is the length of propeller shaft 8 connecting drive shaft 6 to dual clutch 10. That is, given the location of engine 4 immediately adjacent to clutch-gearbox assembly 9, propeller shaft 8 is much shorter or even eliminated (i.e. drive shaft 6 is connected to dual clutch 10 by a gear drive) .

Abstract

A front-engine, rear-wheel-drive car (1); the car (1) has a front engine (4) having a drive shaft (6); two rear drive wheels (3); a rear differential (12) for distributing drive torque to the two rear drive wheels (3); a rear gearbox (11) connected directly to the differential (12); and a propeller shaft (8) for transmitting drive torque from the engine (4) to the rear drive wheels (3); the propeller shaft (8) is connected permanently to the drive shaft (6), and the gearbox (11) is a dual-clutch gearbox incorporating a rear dual clutch (10) permanently connected to the propeller shaft (8).

Description

FRONT-ENGINE, REAR-WHEEL-DRIVE CAR
TECHNICAL FIELD The present invention relates to a front-engine, rear-wheel-drive car. BACKGROUND ART High-performance, front-engine sports cars normally have a rear-wheel or permanent four-wheel drive. The most widely used rear-wheel drive solution features a front clutch and gearbox in series with the drive shaft of the engine; the output of the gearbox is connected to a propeller shaft extending longitudinally to the rear axle where it is connected to a differential for distributing drive torque to the two rear drive wheels. Though widely adopted, by being easy to produce and a good compromise between performance and comfort, the above design solution has various drawbacks : unbalanced weight distribution towards the front axle, a relatively high centre of gravity of the car, and the need for an ample engine compartment. DISCLOSURE OF INVENTION It is an object of the present invention to provide a front-engine, rear-wheel-drive car which is cheap and easy to produce and, at the same time, eliminates the aforementioned drawbacks . According to the present invention, there is provided a front-engine, rear-wheel-drive car, as recited in the accompanying Claims. BRIEF DESCRIPTION OF THE DRAWINGS A number of non-limiting embodiments of the present invention will be described by way of example with reference to the accompanying drawings, in which: Figure 1 shows a schematic plan view of a front- engine, rear-wheel-drive car in accordance with the present invention; Figure 2 shows an operating diagram of a dual-clutch gearbox of the Figure 1 car; Figure 3 shows a simplified operating diagram of the dual-clutch gearbox in Figure 2; Figure 4 shows, schematically, the spatial arrangement of some of the components of the Figure 2 dual-clutch gearbox. BEST MODE FOR CARRYING OUT THE INVENTION Number 1 in Figure 1 indicates a car comprising two front driven wheels 2; and two rear drive wheels 3, to which a drive torque, produced by a front longitudinal internal combustion engine 4, is transmitted. More specifically, engine 4 comprises eight cylinders 5 arranged in two rows and connected mechanically to a drive shaft 6, which extends longitudinally, i.e. parallel to the travelling direction of car 1, and transmits drive torque to rear drive wheels 3 by means of a power train 7. Power train 7 comprises a longitudinal one-piece tubular propeller shaft 8 connecting drive shaft 6 to a rear clutch-gearbox assembly 9. Clutch-gearbox assembly 9 incorporates a dual clutch 10 (in particular, an oil-bath disk clutch) and, in series, a dual-clutch gearbox 11, which transmits drive torque to a self-locking differential 12, which in turn distributes the drive torque to the two rear drive wheels 3 by means of two axle shafts 13. Consequently, gearbox 11 is connected directly to differential 12, and propeller shaft 8 is connected permanently to drive shaft 6 at one end, and permanently to the input of dual clutch 10 at the other end. As shown in Figures 2, 3 and 4, the input of dual clutch 10 is connected permanently to propeller shaft 8, while the two outputs of dual clutch 10 are connected respectively to two primary shafts 14 and 15 of gearbox 11, which are nested coaxially one inside the other, so that, when dual clutch 10 is operated, each primary shaft 14, 15 is connectable selectively to propeller shaft 8 to receive the drive torque produced by engine 4. Each primary shaft 14, 15 supports two gears 16 angularly integral with primary shaft 14, 15. Gearbox 11 also comprises two secondary shafts 17 and 18, each supporting four gears 19 connected in rotary manner to respective secondary shaft 17, 18 and which are selectively locked angularly to respective secondary shaft 17, 18 by means of four common synchronizing devices 20. It should be stressed that each synchronizing device 20 is common to two gears 19. Each gear 19 meshes with a gear 16 with a given gear ratio corresponding to a given speed gear of car 1. The Roman numerals in Figures 2 and 3 indicate the speed gears corresponding to gears 19 (reverse gear is indicated RW) . It should be pointed out that each gear 16 meshes directly with relative gear 19, with the exception of the reverse gear 16, which meshes with relative gear 19 with the interposition of a known idler (not shown) for inverting rotation of secondary shaft 18. As shown in Figures 2 and 4, each secondary shaft 17, 18 supports a gear 21, which is angularly integral with secondary shaft 17, 18 and connected to a gear 22, angularly integral with an input shaft 23 of differential 12, via the interposition of a further gear 24. It is important to note that primary shafts 14, 15, secondary shafts 17, 18, and input shaft 23 are all longitudinal. In actual use, when a primary shaft 14 or 15 is connected to propeller shaft 8 by dual clutch 10, and one of gears 19 is locked angularly to a secondary shaft 17 or 18 by relative synchronizing device 20, power is transmitted from the primary shaft 14, 15 to the secondary shaft 17, 18 by gear 16 meshing with gear 19, and, downstream, is transmitted by secondary shaft 17, 18 to input shaft 23 of differential 12 by gears 21, 22 and 24. Car 1 as described above has numerous advantages : easy manufacture; optimum weight balance between the front and rear axles; relatively low centre of gravity of car 1; and distribution of the mechanical part between the front compartment (housing engine 4) and the rear compartment (housing clutch-gearbox assembly 9) . In a further embodiment not shown, clutch-gearbox assembly 9 as described above may also be used in a car 1 with a central engine 4 (i.e. between the front and rear axles) or a rear engine 4. In both which cases, the only substantial difference in power train 7 is the length of propeller shaft 8 connecting drive shaft 6 to dual clutch 10. That is, given the location of engine 4 immediately adjacent to clutch-gearbox assembly 9, propeller shaft 8 is much shorter or even eliminated (i.e. drive shaft 6 is connected to dual clutch 10 by a gear drive) .

Claims

1) A front-engine, rear-wheel-drive car (1) ; the car (1) comprising a front engine (4) having a drive shaft (6) ; two rear drive wheels (3) ; a rear differential (12) for distributing drive torque to the two rear drive wheels (3) ; a rear gearbox (11) connected directly to the differential (12) ; and a propeller shaft (8) for transmitting drive torque from the engine (4) to the rear drive wheels (3) ; and the car (1) is characterized in that the propeller shaft (8) is connected permanently to the drive shaft (6) , and the gearbox (11) is a dual- clutch gearbox incorporating a rear dual clutch (10) permanently connected to the propeller shaft (8) . 2) A car (1) as claimed in Claim 1, wherein the engine (4) is located longitudinally, so that the drive shaft (6) is parallel to the propeller shaft (8) . 3) A car (1) as claimed in Claim 1 or 2, wherein the propeller shaft (8) is one-piece and tubular. 4) A car (1) as claimed in Claim 1, 2 or 3, wherein the dual-clutch gearbox (11) comprises two primary shafts (14, 15) selectively operated by the propeller shaft (8) via the dual clutch (10) ; a number of first gears (16) rotated by the primary shafts (14, 15); two secondary shafts (17, 18) connected to an input of the differential
(12) ; and a number of second gears (19) , each supported by a respective secondary shaft (17, 18) and meshing with a relative first gear (16) with a given gear ratio corresponding to a given speed gear of the car (1) . 5) A car (1) as claimed in Claim 4, wherein each secondary shaft (17, 18) is connected permanently to the input of the differential (12) ; each second gear (19) is fitted in rotary manner to a respective secondary shaft (17, 18) ; and coupling means (20) are provided to selectively lock each second gear (19) angularly to a respective secondary shaft (17, 18) . 6) A car (1) as claimed in Claim 4 or 5, wherein the primary shafts (14, 15) are coaxial with each other and with the propeller shaft (8) . 7) A car (1) as claimed in Claim 4, 5 or 6, wherein each first gear (16) is fitted in angularly fixed manner to the relative primary shaft (14, 15) . 8) A central-/rear-engine, rear-wheel-drive car (1) ; the car (1) comprising a central/rear engine (4) having a drive shaft (6) ; two rear drive wheels (3) ; a rear differential (12) for distributing drive torque to the two rear drive wheels (3) ; and a rear, dual-clutch gearbox (11) connected directly to the differential and incorporating a rear dual clutch (10) connected to the drive shaft (6) ; the car (1) being characterized in that the dual-clutch gearbox (11) comprises two primary shafts (14, 15) selectively operated by the drive shaft (6) via the dual clutch (10) ; a number of first gears (16) rotated by the primary shafts (14, 15) ; two secondary shafts (17, 18) connected to an input of the differential (12) ; and a number of second gears (19) , each supported by a respective secondary shaft (17, 18) and meshing with a relative first gear (16) with a given gear ratio corresponding to a given speed gear of the car (1) . 9) A car (1) as claimed in Claim 8, wherein each secondary shaft (17, 18) is connected permanently to the input of the differential (12) ; each second gear (19) is fitted in rotary manner to a respective secondary shaft (17, 18) ; and coupling means (20) are provided to selectively lock each second gear (19) angularly to a respective secondary shaft (17, 18) . 10) A car (1) as claimed in Claim 8 or 9, wherein the primary shafts (14, 15) are coaxial with each other and with the propeller shaft (8) . 11) A car (1) as claimed in Claim 8, 9 or 10, wherein each first gear (16) is fitted in angularly fixed manner to the relative primary shaft (14, 15) .
PCT/IB2005/001949 2004-06-18 2005-06-17 Front-engine, rear-wheel-drive car WO2005123437A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITBO20040383 ITBO20040383A1 (en) 2004-06-18 2004-06-18 FRONT MOTOR CAR AND REAR DRIVE
ITBO2004A000383 2004-06-18

Publications (1)

Publication Number Publication Date
WO2005123437A1 true WO2005123437A1 (en) 2005-12-29

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Family Applications (1)

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PCT/IB2005/001949 WO2005123437A1 (en) 2004-06-18 2005-06-17 Front-engine, rear-wheel-drive car

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IT (1) ITBO20040383A1 (en)
WO (1) WO2005123437A1 (en)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009121571A1 (en) * 2008-03-31 2009-10-08 Gm Global Technology Operations, Inc. Double-clutch transmission for vehicles
WO2009121543A1 (en) * 2008-03-31 2009-10-08 Gm Global Technology Operations, Inc. Double-clutch transmission for vehicles
CN101691886A (en) * 2008-03-31 2010-04-07 Gm全球科技运作股份有限公司 Double-clutch transmission for vehicles
CN102047003A (en) * 2008-03-31 2011-05-04 通用汽车环球科技运作公司 Double-clutch transmission for vehicles
CN102047002A (en) * 2008-03-31 2011-05-04 通用汽车环球科技运作公司 Double-clutch transmission for vehicles
EP2068041B1 (en) * 2007-12-05 2012-04-11 GM Global Technology Operations LLC Gearbox for a motor vehicle
CN103597245A (en) * 2008-03-31 2014-02-19 通用汽车环球科技运作公司 Double-clutch transmission for vehicles
CN107074101A (en) * 2014-11-10 2017-08-18 本田技研工业株式会社 Power transmission

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4461188A (en) * 1981-12-23 1984-07-24 Ford Motor Company Dual clutch multiple countershaft transmission
DE4005383A1 (en) * 1990-02-21 1991-08-22 Bayerische Motoren Werke Ag Double coupling change speed gear for vehicle - uses drive body to separate two input shafts with gearing
EP0756107A2 (en) * 1995-07-25 1997-01-29 Toyota Jidosha Kabushiki Kaisha A twin-clutch-type transmission

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4461188A (en) * 1981-12-23 1984-07-24 Ford Motor Company Dual clutch multiple countershaft transmission
DE4005383A1 (en) * 1990-02-21 1991-08-22 Bayerische Motoren Werke Ag Double coupling change speed gear for vehicle - uses drive body to separate two input shafts with gearing
EP0756107A2 (en) * 1995-07-25 1997-01-29 Toyota Jidosha Kabushiki Kaisha A twin-clutch-type transmission

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2068041B1 (en) * 2007-12-05 2012-04-11 GM Global Technology Operations LLC Gearbox for a motor vehicle
WO2009121570A1 (en) * 2008-03-31 2009-10-08 Gm Global Technology Operations, Inc. Double-clutch transmission for vehicles
WO2009121569A1 (en) * 2008-03-31 2009-10-08 Gm Global Technology Operations, Inc. Double-clutch transmssion for vehicles
WO2009121571A1 (en) * 2008-03-31 2009-10-08 Gm Global Technology Operations, Inc. Double-clutch transmission for vehicles
WO2009121568A1 (en) * 2008-03-31 2009-10-08 Gm Global Technology Operations, Inc. Double-clutch transmission for vehicles
WO2009121572A1 (en) * 2008-03-31 2009-10-08 Gm Global Technology Operations, Inc. Double-clutch transmission for vehicles
CN101691886A (en) * 2008-03-31 2010-04-07 Gm全球科技运作股份有限公司 Double-clutch transmission for vehicles
CN102047003A (en) * 2008-03-31 2011-05-04 通用汽车环球科技运作公司 Double-clutch transmission for vehicles
CN102047002A (en) * 2008-03-31 2011-05-04 通用汽车环球科技运作公司 Double-clutch transmission for vehicles
WO2009121543A1 (en) * 2008-03-31 2009-10-08 Gm Global Technology Operations, Inc. Double-clutch transmission for vehicles
CN103597245A (en) * 2008-03-31 2014-02-19 通用汽车环球科技运作公司 Double-clutch transmission for vehicles
CN107074101A (en) * 2014-11-10 2017-08-18 本田技研工业株式会社 Power transmission
US20170335927A1 (en) * 2014-11-10 2017-11-23 Honda Motor Co., Ltd. Power transmission device

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