U.S. patent application number 15/121000 was filed with the patent office on 2016-12-22 for an arrangement for packaging an engine of a vehicle.
The applicant listed for this patent is MAHINDRA AND MAHINDRA LIMITED. Invention is credited to Aravind Sourirajan Bharadwaj, Richard Paul Haas, Radhakrishnan Janakiraman, Samir Ramesh Rawte.
Application Number | 20160368359 15/121000 |
Document ID | / |
Family ID | 53877698 |
Filed Date | 2016-12-22 |
United States Patent
Application |
20160368359 |
Kind Code |
A1 |
Rawte; Samir Ramesh ; et
al. |
December 22, 2016 |
AN ARRANGEMENT FOR PACKAGING AN ENGINE OF A VEHICLE
Abstract
The present disclosure provides an arrangement for packaging an
engine of a vehicle. The arrangement comprises a frame having a
front end and a rear end, a vehicle body secured on the frame, a
first pair of wheels coupled to the frame near the front end
thereof and a second pair of wheels coupled to the frame near the
rear end thereof, the first and second pair of wheels adapted to
support the frame, and the engine transversely disposed with
respect to the longitudinal axis of the frame, and drivingly
coupled to at least one of the first pair of wheels and the second
pair of wheels.
Inventors: |
Rawte; Samir Ramesh;
(Mumbai, IN) ; Janakiraman; Radhakrishnan;
(Chennai, IN) ; Haas; Richard Paul; (Dearborn,
MI) ; Bharadwaj; Aravind Sourirajan; (Chennai,
IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
MAHINDRA AND MAHINDRA LIMITED |
Satpur, Nashik |
|
IN |
|
|
Family ID: |
53877698 |
Appl. No.: |
15/121000 |
Filed: |
February 24, 2015 |
PCT Filed: |
February 24, 2015 |
PCT NO: |
PCT/IB2015/051360 |
371 Date: |
August 23, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60K 17/344 20130101;
B60K 1/00 20130101; B60K 17/30 20130101; B60K 17/356 20130101; B60K
2001/001 20130101; B60K 5/04 20130101; B60K 17/24 20130101; B60K
17/08 20130101 |
International
Class: |
B60K 5/04 20060101
B60K005/04; B60K 17/30 20060101 B60K017/30; B60K 17/356 20060101
B60K017/356 |
Foreign Application Data
Date |
Code |
Application Number |
Feb 24, 2014 |
IN |
636/MUM/2014 |
Claims
1. An arrangement for packaging an engine of a vehicle, said
arrangement comprising: a frame having a front end and a rear end;
a vehicle body secured on said frame; a first pair of wheels
coupled to said frame near said front end thereof and a second pair
of wheels coupled to said frame near said rear end thereof, said
first and second pair of wheels adapted to support said frame; and
the engine transversely disposed with respect to the longitudinal
axis of said frame; and drivingly coupled to at least one of said
first pair of wheels and said second pair of wheels.
2. An arrangement for packaging an engine of a vehicle, said
arrangement comprising: a frame having a front end and a rear end;
a vehicle body secured on said frame; a first pair of wheels
coupled to said frame near said front end thereof and a second pair
of wheels coupled to said frame near said rear end thereof, said
first and second pair of wheels adapted to support said frame; and
the engine transversely disposed with respect to the longitudinal
axis of said frame near said front end of said frame; a transaxle
comprising a transmission unit transversely operatively coupled to
a crank shaft of the engine for deriving power from said crank
shaft; and a final drive unit operatively coupled to said
transmission unit, said final drive unit deriving power from said
transmission unit; said first pair of wheels operatively coupled to
and driven by a first and a second output shaft of said final drive
unit; said first output shaft operatively coupled to a first
operative end of a first drive shaft via a first constant velocity
joint, a second operative end of said first drive shaft operatively
coupled to one wheel of said first pair of wheels via a second
constant velocity joint; and said second output shaft operatively
coupled to a first operative end of an intermediate drive shaft, a
second operative end of said intermediate drive shaft operatively
coupled to a first end of a second drive shaft via a third constant
velocity joint, a second operative end of said second drive shaft
operatively coupled to other wheel of said first pair of wheels via
a fourth constant velocity joint; and optionally said second pair
of wheels operatively coupled to said final drive unit, wherein
said final drive unit is operatively coupled to a transfer case
unit, said transfer case unit operatively coupled to a propeller
shaft, said propeller shaft operatively coupled to a rear
differential, said rear differential operatively coupled to a rear
axle of said second pair of wheels, via a fifth and sixth constant
velocity joint.
3. An arrangement for packaging an engine of a vehicle, said
arrangement comprising: a frame having a front end and a rear end;
a vehicle body secured on said frame; a first pair of wheels
coupled to said frame near said front end thereof and a second pair
of wheels coupled to said frame near said rear end thereof, said
first and second pair of wheels adapted to support said frame; and
the engine transversely disposed with respect to the longitudinal
axis of said frame near said front end of said frame; at least one
of an automatic transmission gear box and an automated manual
transmission; said first pair of wheels operatively rotationally
coupled to and driven by a first and second output shaft of said at
least one of an automatic transmission gear box and an automated
manual transmission; said first output shaft operatively coupled to
a first operative end of a first drive shaft via a first constant
velocity joint, a second operative end of said first drive shaft
operatively coupled to one wheel of said first pair of wheels via a
second constant velocity joint; and said second output shaft
operatively coupled to a first operative end of an intermediate
drive shaft, a second operative end of said intermediate drive
shaft operatively coupled to a first end of a second drive shaft
via a third constant velocity joint, a second operative end of said
second drive shaft operatively coupled to other wheel of said first
pair of wheels via a fourth constant velocity joint; and said
second pair of wheels operatively rotationally coupled to said
final drive unit, wherein said final drive unit is operatively
rotationally coupled to a transfer case unit, said transfer case
unit operatively rotationally coupled to a propeller shaft, said
propeller shaft operatively coupled to a rear differential, said
rear differential operatively coupled to a rear axle of said second
pair of wheels, via a fifth and sixth constant velocity joint.
4. The arrangement as claimed in claim 2, wherein said first pair
of wheels are operatively coupled to said second and fourth
constant velocity joints via a first and second knuckles
respectively.
5. The arrangement as claimed claim 2, wherein the engine is one of
an internal combustion engine and an electric motor.
6. The arrangement as claimed in claim 3, wherein the engine is an
internal combustion engine.
7. The arrangement as claimed in claim 2, wherein an electric motor
is operatively disposed between the engine and said transaxle such
that said electric motor selectively drives said first pair of
wheels.
8. The arrangement as claimed in claim 2, wherein an electric motor
is operatively coupled to said rear axle of said second pair of
wheels for selectively driving said second pair of wheels.
9. The arrangement as claimed in claim 2, wherein a bearing
supports a second end of said intermediate shaft.
10. The arrangement as claimed in claim 2, wherein said final drive
unit comprises a differential gear for facilitating the
differential rotation of the two wheels in the first and second
pair of wheels.
11. The arrangement as claimed in claim 1, wherein a steering gear
is operatively coupled to said first pair of wheels, said steering
gear is one of a left hand steering gear and a right hand steering
gear.
12. The arrangement as claimed in claim 2, wherein a steering gear
is operatively coupled to said first pair of wheels, said steering
gear is one of a left hand steering gear and a right hand steering
gear.
13. The arrangement as claimed in claim 3, wherein a steering gear
is operatively coupled to said first pair of wheels, said steering
gear is one of a left hand steering gear and a right hand steering
gear.
14. The arrangement as claimed in claim 3, wherein said first pair
of wheels are operatively coupled to said second and fourth
constant velocity joints via a first and second knuckles
respectively.
15. The arrangement as claimed in claim 3, wherein an electric
motor is operatively coupled to said rear axle of said second pair
of wheels for selectively driving said second pair of wheels.
Description
FIELD OF THE DISCLOSURE
[0001] The present disclosure relates to an arrangement for
packaging an engine of a vehicle.
BACKGROUND
[0002] 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. Conventionally, in a vehicle, the engine
is mounted longitudinally with respect to a frame of the vehicle.
Generally, for a rear wheel drive vehicle, the engine is mounted in
the front portion of the vehicle.
[0003] 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.
[0004] 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.
[0005] 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.
[0006] 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.
[0007] However, none of the above patent applications discloses
vehicles having "body on frame" configuration.
[0008] There is thus felt a need for eliminating the
problems/limitations associated with prior arrangement for
packaging the engine of automobiles, particularly, there is felt a
need for an arrangement for packaging an engine of an automobile,
wherein the engine is disposed at the front portion of the vehicle
having "body on frame" configuration, and utilizing advantages
associated with the "body on frame" configuration of the
vehicle.
[0009] Accordingly, there is a need to provide an arrangement for
packaging an engine of an automobile thereby enhancing fuel economy
of the vehicle and providing a cost effective power train.
OBJECTS
[0010] Some of the objects of the present disclosure which at least
one embodiment is adapted to provide, are described herein
below:
[0011] 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
[0012] Another object of the present disclosure is to provide an
arrangement for packaging the engine of automobiles reducing weight
of the vehicle.
[0013] Again, an object of the present disclosure is to provide an
arrangement for packaging the engine of automobiles that is simple
in construction.
[0014] Another object of the present disclosure is to provide an
arrangement for packaging the engine of automobiles that enhances
fuel economy.
[0015] Further object of the present disclosure is to provide an
arrangement for packaging the engine of automobiles.
[0016] Again, 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.
[0017] Still, an object of the present disclosure is to provide an
arrangement for packaging the engine of automobiles that increases
power to weight ratio.
[0018] Again, an object of the present disclosure is to provide an
arrangement for packaging the engine of automobiles that enhances
steering performance.
[0019] Further object of the present disclosure is to provide an
arrangement for packaging the engine of automobiles that improves
traction in the steered wheels.
[0020] Other objects and advantages of the present disclosure will
be apparent from the following description when read in conjunction
with the accompanying figures, which are not intended to limit the
scope of the present disclosure.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS
[0021] An arrangement for packaging an engine of an automobile of
the present disclosure will now be explained in relation to the
non-limiting accompanying drawings, in which:
[0022] FIG. 1 illustrates a schematic plan view of a conventional
arrangement for packaging an engine of a vehicle;
[0023] 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;
[0024] 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;
[0025] 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;
[0026] 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;
[0027] 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;
[0028] 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;
[0029] 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`;
[0030] 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;
[0031] 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; and
[0032] 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.
DETAILED DESCRIPTION
[0033] The arrangement for packaging the engine of the vehicle of
the present disclosure will now be described with reference to the
embodiments which do not limit the scope and ambit of the
disclosure. The description relates purely to the exemplary
preferred embodiments of the disclosed system and its suggested
applications.
[0034] The arrangement for packaging the engine of the vehicle
herein and the various features and advantageous details thereof
are explained with reference to the non-limiting embodiments in the
following description. Descriptions of well-known components and
processing techniques are omitted so as to not unnecessarily
obscure the embodiments herein. The examples used herein are
intended merely to facilitate an understanding of ways in which the
embodiments herein may be practiced and to further enable those of
skill in the art to practice the embodiments herein. Accordingly,
the examples should not be construed as limiting the scope of the
embodiments herein.
[0035] 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.
Conventionally, 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.
[0036] 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.
[0037] 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 206a1 and
206b1, the transversely arranged engine 201, a transmission unit
202, a first drive shaft 205a and a second drive shaft 205b. 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: [0038] weight of the vehicle 200 is
reduced; [0039] power to weight ratio is increased; [0040] fuel
economy is improved; [0041] steering performance is improved;
[0042] higher drive train efficiency; [0043] improvement in the
interior space; [0044] flat floor; [0045] modular assembly process;
and [0046] space for spare tire in the underbody between front and
rear axle.
[0047] 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
207a and a right operative side 207b, mounting brackets 208
comprising a first power train mounting bracket 208a, a second
power train mounting bracket 208b and a third power train mounting
bracket 208c, a cross member 209, a first pair of wheels comprising
a left side front wheel 206a1 and a right side front wheel 206b1,
the engine 201, a transmission unit 202, a final drive unit 203, a
first drive shaft 205a, a second drive shaft 205b, a first constant
velocity joint 204a1, a second constant velocity joint 204a2, a
third constant velocity joint 204b1, a fourth constant velocity
joint 204b2, an intermediate drive shaft 212, a bearing 211, a
first knuckle 210a1, and a second knuckle 210b1.
[0048] 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.
[0049] In accordance with the present disclosure, 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. When the vehicle 200 is viewed from the top, 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 205a of the vehicle 200 is operatively
coupled to the final drive unit 203 via the first output shaft and
the first constant velocity joint 204a1, and the other end of the
first drive shaft 205a is operatively coupled to the first knuckle
210a1 via the second constant velocity joint 204a2. The first
knuckle 210a1 is rigidly operatively connected to the left side
wheel 206a1 of the vehicle 200. Further, one end of the second
drive shaft 205b 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 205b of the vehicle 200 via the
third constant velocity joint 204b1. The second drive shaft 205b is
operatively connected to the second knuckle 210b1 via the fourth
constant velocity joint 204b2. The second knuckle 210b1 is rigidly
operatively connected to the right side wheel 206b1.
[0050] The constant velocity joints 204a1, 204a2, 204b1 and 204b2
facilitate an angular and a vertical movement of the first pair of
wheels 206a1 and 206b1. The angular movement of the first pair of
wheels 206a1 and 206b1 is generated during turning the vehicle 200.
The vertical movement is caused due to non-planar road surface.
[0051] 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 207a
and the right operative side 207b using the first power train
mounting bracket 208a, the second power train mounting bracket
208b, and the third power train mounting bracket 208c. The engine
201, the transmission unit 202, the final drive unit 203, the left
operative side 207a, the right operative side 207b, the first power
train mounting bracket 208a, the second power train mounting
bracket 208b, and the third power train mounting bracket 208c are
supported on the cross member 209 of the frame 207 of the vehicle
200.
[0052] In accordance with one embodiment, the cross member 209 is
welded to the left operative side 207a and the right operative side
207b. Further, the first, second and third power train mounting
brackets 208a, 208b and 208c includes a plurality of vibration
absorbers (not shown in FIG. 3) in order to attenuate vibration
generated in the engine 201.
[0053] In accordance with one embodiment, the vibration absorbers
are flexible elements made of rubber.
[0054] Due to the combustion of fuel in the engine 201, power is
generated in the engine 201 which is utilized to drive a crankshaft
(not shown in FIG. 3) operatively connected to a flywheel (not
shown in FIG. 3) and a clutch (not shown in FIG. 3) having an
output shaft (not shown in FIG. 3). The output shaft of the clutch
transfers the power to the transmission unit 202. 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
205a and 205b via the first output shaft and the second output
shaft of the final drive unit 203. The first drive shaft 205a and
the intermediate drive shaft 212 are operatively connected to the
constant velocity joints 204a1 and 204b1 respectively. Power
transferred to the intermediate drive shaft 212 is transferred to
the second drive shaft 205b which is then transferred to the right
side front wheel 206b1 via the constant velocity joints 204b1,
204b2 and the second knuckle 210b1. Similarly, the power is
transferred from the first drive shaft 205a to the left side front
wheel 206a1 via the constant velocity joints 204a1, 204a2 and the
first knuckle 201a1.
[0055] The constant velocity joints 204a1, 204a2, 204b1, 204b2
facilitate angular and vertical movements of the first pair of
wheels 206a1 and 206b1. Further, the constant velocity joints
204a1, 204a2, 204b1 and 204b2 allow the first and second drive
shafts 205a and 205b to transmit power by a constant rotational
speed and at a variable angle without undesirable increase in the
friction.
[0056] In accordance with the present disclosure, 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
206a1 and 206b1. In accordance with the present disclosure, a
vehicle body is secured on the frame 207.
[0057] In accordance with the present disclosure, the first pair of
wheels 206a1 and 206b1, and the second pair of wheels 206a2 and
206b2 provides support to the frame 207.
[0058] 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.
[0059] 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
206a2 and 206b2 via a propeller shaft 216, a rear differential 218
and a rear axle 220. FIG. 6 also includes a first constant velocity
joint 204a1, a second constant velocity joint 204a2, a third
constant velocity joint 204b1, a fourth constant velocity joint
204b2, a fifth constant velocity joint 204a3, a sixth constant
velocity joint 204b3, a first knuckle 210a1, a second knuckle
210b1, a third knuckle 210a2, a fourth knuckle 210b2, a first pair
of wheels 206a1 and 206b1. 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 206a2 and 206b2 via the fifth constant velocity joint 204a3,
the third knuckle 210a2, the sixth constant velocity joint 204b3,
and the fourth knuckle 210b2.
[0060] In accordance with the present disclosure, the power flow to
the second pair of wheels 206a2 and 206b2 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 206a1 and 206b1, and the second pair of wheels 206a2
and 206b2 of the vehicle 200.
[0061] In accordance with one embodiment, the first pair of wheels
206a1 and 206b1, and the second pair of wheels 206a2 and 206b2 of
the vehicle 200 can be selectively powered continuously using the
All-wheel drive mechanism. Further, depending upon the requirement,
the All-wheel drive mechanism can be incorporated with minimum
modifications in the arrangement for packaging the engine 201.
Furthermore, the All-wheel drive mechanism provides an additional
traction and controls the torque requirement for the first pair of
wheels 206a1 and 206b1, and the second pair of wheels 206a2 and
206b2 in the changing road conditions. However, if 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: [0062] weight of the
vehicle is reduced; [0063] power to weight ratio is increased;
[0064] fuel economy is improved; [0065] steering performance is
improved; [0066] higher drive train efficiency; [0067] improvement
in the interior space; [0068] flat floor; [0069] modular assembly
process; and [0070] space for spare tire in the underbody between a
front and the rear axle.
[0071] 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`. 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: [0072] weight of the vehicle is reduced;
[0073] power to weight ratio is increased; [0074] fuel economy is
improved; [0075] steering performance is improved; [0076] higher
drive train efficiency; [0077] improvement in the interior space;
[0078] flat floor; [0079] modular assembly process; and [0080]
space for spare tire in the underbody between a front and the rear
axle.
[0081] 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`. 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: [0082] weight of the vehicle
is reduced; [0083] power to weight ratio is increased; [0084] fuel
economy is improved; [0085] steering performance is improved;
[0086] higher drive train efficiency; [0087] improvement in the
interior space; [0088] flat floor; [0089] modular assembly process;
and [0090] space for spare tire in the underbody between a front
and the rear axle.
[0091] 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. Further,
the use of E-motor `E` reduces carbon-dioxide emission from the
vehicle 200. FIG. 9 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: [0092] weight of the vehicle is reduced; [0093] power to
weight ratio is increased; [0094] fuel economy is improved; [0095]
steering performance is improved; [0096] higher drive train
efficiency; [0097] improvement in the interior space; [0098] flat
floor; [0099] modular assembly process; and [0100] space for spare
tire in the underbody between a front and the rear axle.
[0101] 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: [0102] weight of the vehicle
is reduced; [0103] power to weight ratio is increased; [0104] fuel
economy is improved; [0105] steering performance is improved;
[0106] higher drive train efficiency; [0107] improvement in the
interior space; [0108] flat floor; [0109] modular assembly process;
and [0110] space for spare tire in the underbody between a front
and the rear axle.
[0111] 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
206a2 and 206b2. 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 206a2 and 206b2. 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.
[0112] 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.
[0113] In accordance with one embodiment, a steering gear is
operatively coupled to the first pair of wheels 206a1 and 206b1,
and the steering gear is one of a left hand steering gear and a
right hand steering gear.
[0114] In accordance with another embodiment, an engine 201 of the
vehicle 200 can be disposed inclined about the crankshaft axis on
either side to have better packaging clearances.
[0115] 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: [0116] weight of the vehicle
is reduced; [0117] power to weight ratio is increased; [0118] fuel
economy is improved; [0119] steering performance is improved;
[0120] higher drive train efficiency; [0121] improvement in the
interior space; [0122] flat floor; [0123] modular assembly process;
and [0124] space for spare tire in the underbody between a front
and the rear axle.
TECHNICAL ADVANCEMENTS
[0125] The present disclosure relates to the arrangement for
packaging the engine of the vehicle as described herein above. The
arrangement has several technical advancements: [0126] the
arrangement for packaging the engine of the vehicle, wherein the
engine is disposed at the front portion of the vehicle having "body
on frame" configuration and utilizing advantages associated with
the "body on frame" configuration of the vehicle; [0127] simple in
construction; [0128] enhances fuel economy; [0129] reduces overall
weight of the vehicle; [0130] that increases power to weight ratio;
[0131] enhances steering performance; and [0132] improves traction
in the steered wheels.
[0133] Throughout this specification the word "comprise", or
variations such as "comprises" or "comprising", will be understood
to imply the inclusion of a stated element, integer or step, or
group of elements, integers or steps, but not the exclusion of any
other element, integer or step, or group of elements, integers or
steps.
[0134] The use of the expression "at least" or "at least one"
suggests the use of one or more elements or ingredients or
quantities, as the use may be in the embodiment of the disclosure
to achieve one or more of the desired objects or results.
[0135] The foregoing description of the specific embodiments will
so fully reveal the general nature of the embodiments herein that
others can, by applying current knowledge, readily modify and/or
adapt for various applications such specific embodiments without
departing from the generic concept, and, therefore, such
adaptations and modifications should and are intended to be
comprehended within the meaning and range of equivalents of the
disclosed embodiments. It is to be understood that the phraseology
or terminology employed herein is for the purpose of description
and not of limitation. Therefore, while the embodiments herein have
been described in terms of preferred embodiments, those skilled in
the art will recognize that the embodiments herein can be practiced
with modification within the spirit and scope of the embodiments as
described herein.
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