Patent Description:
The present invention concerns a car provided with an internal combustion engine.

In all known cars, the internal combustion engine is oriented so as to arrange in the upper part the cylinders in which the pistons slide and to arrange in the lower part the drive shaft connected to the pistons by means of the connecting rods. The internal combustion engine having this orientation can be arranged in a front position (namely in front of the passenger compartment) or in a central/rear position (namely behind the passenger compartment) and can have a transverse arrangement (when the drive shaft is perpendicular to the direction of movement) or a longitudinal arrangement (when the drive shaft is parallel to the direction of movement).

The documents <CIT>, <CIT>, <CIT>, <CIT> and <CIT> describe an internal combustion engine with an inverted orientation, namely arranged with the drive shaft up and the cylinders down.

The object of the present invention is to provide a car equipped with an internal combustion engine that allows optimized arrangement of all the components.

According to the present invention, a car is provided with an internal combustion engine powered in accordance with the attached claims.

The present invention will now be described with reference to the attached drawings, which illustrate some non-limiting embodiment examples thereof, in which:.

In <FIG>, the number <NUM> indicates overall a hybrid car (namely with hybrid propulsion) provided with two front drive wheels <NUM> that receive the torque from (at least) one electric machine <NUM> (illustrated schematically in <FIG>) and two rear drive wheels <NUM> that receive the torque from an internal combustion engine <NUM> (illustrated schematically in <FIG>).

In the car <NUM> two directions are identified (schematically illustrated in <FIG>): the longitudinal direction L which is horizontal and parallel to the driving direction of the car <NUM> and the transverse direction T which is horizontal and perpendicular to the driving direction of the car <NUM> (namely perpendicular to the longitudinal direction L). The longitudinal direction L and the transverse direction T are horizontal and therefore perpendicular to the vertical direction V (illustrated in <FIG> and <FIG>).

According to <FIG>, the electric machine <NUM> is connected to the two front drive wheels <NUM> by means of a transmission system (of known type and not illustrated) provided with a front differential; analogously, also the internal combustion engine <NUM> is connected to the two rear drive wheels <NUM> by means of a transmission system <NUM> provided with a gearbox <NUM> and a rear differential <NUM> (illustrated schematically in <FIG>).

Preferably, the electric machine <NUM> is reversible (namely, it can function both as an electric motor absorbing electric energy and generating a mechanical torque, and as an electric generator absorbing mechanical energy and generating electric energy); according to other embodiments not illustrated, the electric machine <NUM> is not provided.

According to <FIG> and <FIG>, the car <NUM> comprises a passenger compartment <NUM> which is arranged between the two front wheels <NUM> and the two rear wheels <NUM> and contains inside it a driving position <NUM> (schematically illustrated in <FIG>) which is arranged on the left-hand side (alternatively it could also be arranged on the right-hand side). According to the illustration of <FIG>, the driving position <NUM> comprises a steering wheel <NUM>, a driving seat (not illustrated) and a series of other controls (known and not illustrated) that can be operated by the driver (including, for example, an accelerator pedal, a brake pedal and at least one gear lever).

According to <FIG> and <FIG>, the car <NUM> comprises a bodywork <NUM> that delimits (among other things) the passenger compartment <NUM> and has two sides in which at least two doors <NUM> are obtained.

The left-hand door <NUM> gives direct access to the driving position <NUM>.

According to <FIG>, the car <NUM> comprises a bottom <NUM> that forms the lowest part of the car <NUM> and in use faces a road surface on which the car <NUM> moves.

According to a possible embodiment, the internal combustion engine <NUM> is powered by hydrogen (or also another gaseous fuel). According to a different embodiment, the internal combustion engine <NUM> is powered by petrol (or also another liquid fuel).

According to <FIG>, the internal combustion engine <NUM> is powered by hydrogen which is stored at high pressure (for example at a maximum pressure of approximately <NUM> bar) in four different tanks <NUM> and <NUM>: the two tanks <NUM> have a spherical shape and the same dimension, while the two tanks <NUM> have a cylindrical shape and different dimensions (namely the tank <NUM> is bigger than the other tank <NUM>).

The two tanks <NUM> (spherical shaped) are arranged beside an engine block of the internal combustion engine <NUM> on the two opposite sides of the internal combustion engine <NUM>; namely, a tank <NUM> is arranged on the right of the engine block of the internal combustion engine <NUM> while the other tank <NUM> is arranged on the left of the engine block of the internal combustion engine <NUM>. In other words, the two tanks <NUM> (spherical shaped) are arranged at the same vertical height and at the same longitudinal distance and are separated from each other transversely (by the interposition of the engine block of the internal combustion engine <NUM>), namely they are spaced from each other only transversely.

The two tanks <NUM> (cylindrical shaped) are arranged above the internal combustion engine <NUM> one in front of the other. In other words, the two tanks <NUM> (cylindrical shaped) are arranged (approximately) at the same vertical distance, at the same transverse distance and are separated from each other longitudinally, namely they are spaced from each other only longitudinally (that is, one is arranged in front of the other). In particular, both tanks <NUM> (cylindrical shaped) are oriented transversely, namely their central axes of symmetry are oriented transversely. In the embodiment illustrated in <FIG>, the tank <NUM> arranged in front (that is, nearer the front) is bigger than the tank <NUM> arranged behind (that is, nearer the rear).

According to <FIG>, the internal combustion engine <NUM> comprises a crankcase <NUM> inside which a plurality of cylinders <NUM> are obtained (only one of which is illustrated in <FIG>). Preferably (but not obligatorily), the cylinders <NUM> are arranged in line since this solution allows the overall width of the internal combustion engine <NUM> to be reduced and therefore, among other things, leaves more space for the tanks <NUM>. In the embodiment illustrated in the attached figures, six cylinders <NUM> are provided in line, but obviously the number and the arrangement of the cylinders <NUM> could be different.

Each cylinder <NUM> has a respective combustion chamber and a respective piston <NUM> mechanically connected to a drive shaft <NUM> (by means of a respective connecting rod) to transmit to the drive shaft <NUM> the force generated by the combustion. A head <NUM> (or cylinder head) is coupled (connected) to the crankcase <NUM>; said head forms the top of the cylinders <NUM> (namely the upper closure of the cylinders <NUM> with the so-called "flame plate"). In the case of an in-line arrangement of the cylinders <NUM>, one single head <NUM> is provided (as illustrated in <FIG>) whereas in the case of a "V" arrangement of the cylinders <NUM>, two twin heads <NUM> are provided for the two banks of cylinders <NUM> (as illustrated in <FIG>).

The crankcase <NUM> and head <NUM> assembly forms the engine block of the internal combustion engine <NUM>.

In the embodiment illustrated in the attached figures, the internal combustion engine <NUM> is arranged (oriented) longitudinally, namely the drive shaft <NUM> is arranged (oriented) longitudinally since this solution allows the overall width of the internal combustion engine <NUM> to be reduced and therefore, among other things, leaves more space for the tanks <NUM>. According to other embodiments not illustrated, the internal combustion engine <NUM> is arranged (oriented) transversely.

In the embodiment illustrated in the attached figures, the internal combustion engine <NUM> is arranged in a central or rear position, namely the internal combustion engine <NUM> is arranged behind the passenger compartment <NUM> and is between the front wheels <NUM> and the rear wheels <NUM> (central arrangement as illustrated in the attached figures) or is beyond the rear wheels <NUM> (rear arrangement not illustrated).

Each cylinder <NUM> comprises two intake valves <NUM> controlled by a camshaft <NUM> that receives the motion from the drive shaft <NUM> by means of a belt drive <NUM> (illustrated in <FIG>); alternatively to the belt drive <NUM>, a chain drive or a gear drive could be used. Furthermore, each cylinder <NUM> comprises two exhaust valves <NUM> controlled by a camshaft <NUM> that receives the motion from the drive shaft <NUM> via the belt drive <NUM> (illustrated in <FIG>). The intake valves <NUM>, the exhaust valves <NUM> and the corresponding control means (namely the return springs and the camshafts <NUM> and <NUM>) are housed in the head <NUM>.

Each cylinder <NUM> further comprises (at least) one fuel injector <NUM> that cyclically injects the fuel into the cylinder <NUM>; <FIG> illustrates direct injection of the fuel into the cylinder <NUM> but injection of the fuel into the cylinder <NUM> could also be (partially or completely) indirect. Each cylinder <NUM> comprises (at least) a spark plug <NUM> which is cyclically activated to trigger ignition of the mixture of air (comburent) and fuel present in the combustion chamber at the end of the compression phase.

As illustrated in the attached figures, the internal combustion engine <NUM> is oriented vertically with the drive shaft <NUM> arranged higher than the cylinders <NUM>. In other words, the internal combustion engine <NUM> is arranged inverted with respect to the traditional arrangement in which the cylinders <NUM> are at the top and the drive shaft <NUM> is below. Consequently, the head <NUM> that forms the roof of the cylinders <NUM> is arranged below the crankcase <NUM> and represents the lowest part of the internal combustion engine <NUM>. <FIG> highlights the vertical direction V which is perpendicular to the longitudinal direction L and to the transverse direction T (both oriented horizontally), thus it is evident that the drive shaft <NUM> is above the cylinders <NUM> and the head <NUM> and therefore higher than the cylinders <NUM> and the head <NUM>.

The internal combustion engine <NUM> comprises an intake system <NUM> that takes air from the outside and conveys it into the cylinders <NUM> (air inlet into the cylinders <NUM> is regulated by the intake valves <NUM>). Among other things, the intake system <NUM> comprises an intake manifold <NUM> which is directly connected to all the cylinders <NUM>; air inlet into the intake manifold <NUM> is regulated by a throttle valve <NUM>.

The internal combustion engine <NUM> comprises an exhaust system <NUM> that discharges the exhaust gases coming from the cylinders <NUM> to the outside. Among other things, the exhaust system <NUM> comprises (at least) an exhaust gas treatment device <NUM> (typically a catalytic converter).

As illustrated in <FIG>, the intake system <NUM> comprises two separate twin intake ducts <NUM> that are arranged on the two sides of the car <NUM> (namely one intake duct <NUM> is arranged on the right-hand side and the other intake duct <NUM> is arranged on the left-hand side) and originates from respective air intakes <NUM> obtained through the bodywork <NUM>. Along each intake duct <NUM> and near the respective air intake <NUM>, an air filter <NUM> is arranged. Each intake duct <NUM> terminates in a compressor unit <NUM> that increases the air pressure to increase the volumetric efficiency of the cylinders <NUM>. One (single) intake duct <NUM> originates from the compressor unit <NUM>, said duct terminating in the intake manifold <NUM> after passing through two intercoolers <NUM> and <NUM> arranged in series. Namely, an initial section of the intake duct <NUM> connects the compressor unit <NUM> to the intercooler <NUM>, therefore an intermediate section of the intake duct <NUM> connects the intercooler <NUM> to the intercooler <NUM>, and lastly a final section of the intake duct <NUM> connects the intercooler <NUM> to the intake manifold <NUM>.

According to a preferred embodiment, the intercooler <NUM> is of the air/air type and also the intercooler <NUM> is of the air/air type. According to a preferred embodiment, the intercooler <NUM> has a greater volume than a volume of the intercooler <NUM>; in said regard it is important to note that the intercooler <NUM> is at a disadvantage with respect to the intercooler <NUM>, since it is arranged farther from the corresponding air intake and compensates for this disadvantage both by a larger volume and by having to cool air with a higher inlet temperature (since the intercooler <NUM> receives the air directly from the compressor unit <NUM> while the intercooler <NUM>, being arranged in series with the intercooler <NUM>, receives the air already partially cooled by the intercooler <NUM>).

As illustrated in <FIG>, the exhaust system <NUM> comprises two separate twin exhaust ducts <NUM> that receive the exhaust gases from respective cylinders <NUM> to which they are individually connected; in particular, each exhaust duct <NUM> is connected to three cylinders <NUM> by means of respective channels that originate from the three cylinders <NUM> and terminate in an inlet of the exhaust duct <NUM> (in other words, each exhaust duct <NUM> is initially divided into three parts for connection to the respective three cylinders <NUM>). Along each exhaust duct <NUM>, a corresponding exhaust gas treatment device <NUM> (typically a catalytic converter) is arranged; therefore overall the exhaust system <NUM> comprises two separate twin exhaust gas treatment devices <NUM>.

Along the exhaust ducts <NUM> a turbine assembly <NUM> is arranged provided with two twin turbines <NUM> (better illustrated in <FIG>), each of which is coupled to a corresponding exhaust duct <NUM>. Namely, each exhaust duct <NUM> passes through a respective turbine <NUM> and the two turbines <NUM> are arranged side by side to form the turbine assembly <NUM>. In other words, a turbine <NUM> is provided which is connected along each exhaust duct <NUM> and is arranged beside the engine block (consisting of the crankcase <NUM> and the head <NUM>) of the internal combustion engine <NUM>.

The two exhaust ducts <NUM> terminate in one single common silencer <NUM> that receives the exhaust gases from both the exhaust ducts <NUM>. According to other embodiments not illustrated, two separate twin silencers <NUM> are provided, each of which receives the exhaust gases only from a respective exhaust duct <NUM>.

In the preferred embodiment illustrated in the attached figures, the silencer <NUM> has one single end exhaust gas pipe <NUM> leading to an outlet <NUM>; according to other embodiments not illustrated, the silencer <NUM> has two or more end pipes <NUM>, each of which lead to a corresponding outlet <NUM>.

As illustrated in <FIG>, the compressor unit <NUM> (for use in the turbocharged internal combustion engine <NUM>) comprises one single shaft <NUM> mounted revolvingly around a rotation axis <NUM>. In the embodiment illustrated in the attached figures, the shaft <NUM> (therefore the rotation axis <NUM>) is oriented transversely; according to a different embodiment not illustrated, the shaft <NUM> (therefore the rotation axis <NUM>) is oriented longitudinally or is inclined (not parallel) with respect to both the longitudinal direction L and the transverse direction T.

The compressor unit <NUM> comprises two (identical) twin compressors <NUM>, each of which is integral with the shaft <NUM> to rotate together with the shaft <NUM> and is configured to compress air drawn in by the turbocharged internal combustion engine <NUM>; in particular, each compressor <NUM> receives the air from a respective intake duct <NUM> (namely each intake duct <NUM> terminates in a corresponding compressor <NUM>).

The compressor unit <NUM> comprises a single common electric motor <NUM> which is integral with the shaft <NUM> to drive in rotation the shaft <NUM> (and therefore to drive in rotation both the compressors <NUM> mounted on the shaft <NUM>). In the embodiment illustrated in the attached figures, the electric motor <NUM> is arranged between the two compressors <NUM> and is perfectly equidistant from the two compressors <NUM>; according to a different embodiment not illustrated, the electric motor <NUM> is arranged on one side relative to both the compressors <NUM> (namely it is nearer a compressor <NUM> and farther from the other compressor <NUM>).

As mentioned previously, the two compressors <NUM> are identical and are of centrifugal type. In particular, each compressor <NUM> comprises an axial inlet <NUM> arranged on the opposite side of the shaft <NUM> and connected to a respective intake duct <NUM> and a radial outlet <NUM>. According to a preferred embodiment, the compressor unit <NUM> comprises a connection duct <NUM> (illustrated in <FIG>) which is connected to both the outlets <NUM> of the two compressors <NUM> to receive and combine the compressed air from both the compressors <NUM>; the connection duct <NUM> terminates in the intake duct <NUM>, namely the intake duct <NUM> begins from the connection duct <NUM>, to receive and combine the compressed air from both the compressors <NUM>.

In the embodiment illustrated in the attached figures, the connection duct <NUM> is oriented transversely; according to a different embodiment not illustrated, the connection duct <NUM> is oriented longitudinally or is inclined (not parallel) both relative to the longitudinal direction L and relative to the transverse direction T.

In the embodiment illustrated in the attached figures, the connection duct <NUM> is oriented parallel to the shaft <NUM> (and therefore to the rotation axis <NUM>); according to a different embodiment not illustrated, the connection duct <NUM> is not oriented parallel to the shaft <NUM> (and therefore to the rotation axis <NUM>).

As illustrated in <FIG>, the turbine assembly <NUM> comprises two (identical) twin turbines <NUM> that together operate the same electric generator <NUM>. In particular, the two turbines <NUM> are arranged side by side and have two respective rotation axes <NUM> parallel to and spaced from each other. The turbine assembly <NUM> comprises a transmission device <NUM> that connects both the turbines <NUM> to the same electric generator <NUM>. The transmission device <NUM> comprises two cog wheels, each of which is integral with the shaft of a corresponding turbine <NUM> to receive the rotary motion from the turbine <NUM>, and a connection element (a timing belt, a chain, a gear cascade) that connects the two cog wheels to each other so as to cause both the cog wheels to rotate together at the same rotation speed. According to a possible embodiment, one cog wheel of the two cog wheels of the transmission device <NUM> is directly constrained to a shaft of the electric generator <NUM> so that the electric generator <NUM> rotates at the same rotation speed as the two turbines <NUM>; alternatively, one cog wheel of the two cog wheels of the transmission device <NUM> is connected to the shaft of the electric generator <NUM> by the interposition of a speed reducer (typically of the gear type) so that the electric generator <NUM> rotates at a rotation speed lower than the rotation speed of the two turbines <NUM>. According to a preferred embodiment illustrated in the attached figures, the electric generator <NUM> is coaxial to a turbine <NUM>; namely a turbine <NUM> and the electric generator <NUM> rotate around the same first rotation axis <NUM> while the other turbine <NUM> rotates around a second rotation axis <NUM> parallel to and spaced from the first rotation axis.

The two turbines <NUM> are identical and are of the centrifugal type. In particular, each turbine <NUM> comprises a radial inlet <NUM> connected to a side of the respective exhaust duct <NUM> and an axial outlet <NUM> arranged on the opposite side of the transmission device <NUM> and connected to another side (leading into the silencer <NUM>) of the respective exhaust duct <NUM>.

According to a preferred embodiment better illustrated in <FIG> and <FIG>, the silencer <NUM> is arranged beside an engine block (composed of the crankcase <NUM> and the head <NUM>) of the internal combustion engine <NUM> (on the side of the exhaust valves <NUM>). The outlet <NUM> of the silencer <NUM> is obtained through a side of the car <NUM> (as illustrated in <FIG>) or, according to an alternative embodiment, through the bottom <NUM> of the car <NUM> (as illustrated in <FIG>).

In other words, the outlet <NUM> of the silencer <NUM> is arranged asymmetrically in the area of one side of the car <NUM> and is between a rear wheel <NUM> and a door <NUM>. According to a preferred embodiment, the outlet <NUM> of the silencer <NUM> is arranged on the side where the driving position <NUM> is located; in this way the driver sitting in the driving position <NUM> is near the outlet <NUM> of the silencer <NUM> and therefore in the best position to optimally hear the noise transmitted through the outlet <NUM> of the silencer <NUM>.

In the embodiment illustrated in <FIG>, the outlet <NUM> of the silencer <NUM> is obtained through a side of the bodywork <NUM>, while in the alternative embodiment illustrated in <FIG>, the outlet <NUM> of the silencer <NUM> is obtained through the bottom <NUM>.

In the embodiment illustrated in the attached figures, the silencer <NUM> comprises one single outlet <NUM>; according to other embodiments not illustrated, the silencer <NUM> comprises several outlets <NUM> which can be more or less side by side (if necessary, it is also possible for an outlet <NUM> of the silencer <NUM> to be obtained through a side of the bodywork <NUM> while the other outlet <NUM> of the silencer <NUM> is obtained through the bottom <NUM>).

According to a preferred embodiment better illustrated in <FIG> and <FIG>, the silencer <NUM> is arranged on a side of the car <NUM> beside an engine block (formed of the crankcase <NUM> and the head <NUM>) of the internal combustion engine <NUM> and in front of a rear drive wheel <NUM>.

According to a preferred embodiment better illustrated in <FIG> and <FIG>, the turbine assembly <NUM> is arranged beside an engine block (formed of the crankcase <NUM> and the head <NUM>) of the internal combustion engine <NUM> (on the side of the exhaust valves <NUM>). In particular, the turbine assembly <NUM> is arranged between the internal combustion engine <NUM> (namely between the engine block formed of the crankcase <NUM> and the head <NUM>) and the silencer <NUM>; in this way, the exhaust ducts <NUM> are particularly short and not too twisty.

In the embodiment illustrated in <FIG>, the compressor unit <NUM> (comprising the two twin compressors <NUM>) is connected between the two intake ducts <NUM> and <NUM>, is arranged behind the engine block (formed of the crankcase <NUM> and the head <NUM>) of the internal combustion engine <NUM>, is arranged higher than the engine block of the internal combustion engine <NUM>, and is driven by the electric motor <NUM>.

As illustrated better in <FIG>, the compressor unit <NUM> (comprising the two twin compressors <NUM>) is arranged at the rear behind the intercooler <NUM> (namely the two compressors <NUM> of the compressor unit <NUM> are arranged at the rear behind the intercooler <NUM>). The intercooler <NUM> is oriented horizontally and is arranged behind (at the rear of) the engine block (formed of the crankcase <NUM> and the head <NUM>) of the internal combustion engine <NUM>; in particular, the intercooler <NUM> is arranged higher than the engine block of the internal combustion engine <NUM> and is behind the engine block of the internal combustion engine <NUM>. In other words, the intercooler <NUM> has a parallelepipedal shape with the two larger walls (the two major walls, namely the two longest walls) oriented horizontally, is arranged above the gearbox <NUM> and is therefore arranged longitudinally farther back than the engine block of the internal combustion engine <NUM>, and is arranged higher than the engine block of the internal combustion engine <NUM>.

The intercooler <NUM> (connected in series to the intercooler <NUM> along the intake duct <NUM>), on the other hand, is arranged on one side of the car <NUM> beside the engine block (formed of the crankcase <NUM> and the head <NUM>) of the internal combustion engine <NUM> and in front of a rear drive wheel <NUM>. In particular, the intercooler <NUM> is arranged on one side of the car <NUM> opposite the silencer <NUM>; namely, the intercooler <NUM> and the silencer <NUM> are arranged on the opposite sides of the car <NUM> separated from each other by the engine block (formed of the crankcase <NUM> and the head <NUM>) of the internal combustion engine <NUM>. In other words, the intercooler <NUM> and the silencer <NUM> are arranged on the opposite sides of the engine block of the internal combustion engine <NUM>.

As illustrated in <FIG>, the internal combustion engine <NUM> comprises a dry sump lubrication circuit <NUM> which circulates a lubricating oil through all the moving parts of the internal combustion engine <NUM>. The lubrication circuit <NUM> comprises a delivery lubrication pump <NUM> configured to circulate the lubricating oil; namely, the delivery lubrication pump <NUM> takes the lubricating oil from an oil tank and pumps it into the engine block (formed of the crankcase <NUM> and the head <NUM>). The lubrication circuit <NUM> comprises two recovery lubrication pumps <NUM> configured to circulate the lubricating oil; namely, each recovery pump <NUM> takes the oil from the engine block (formed of the crankcase <NUM> and the head <NUM>) and in particular from the lower part of the engine block and therefore from the head <NUM>, and pumps the lubricating oil into the tank (which is arranged higher than the head <NUM>).

According to a preferred embodiment, the two recovery lubrication pumps <NUM> are arranged on opposite sides of the head <NUM>, so as to draw the lubricating oil from opposite areas of the head <NUM>.

As illustrated in <FIG>, the internal combustion engine <NUM> comprises a cooling circuit <NUM> which circulates a cooling liquid (for example a mixture of water and glycol) in the engine block (formed of the crankcase <NUM> and the head <NUM>) of the internal combustion engine <NUM>. The cooling circuit <NUM> comprises a cooling pump <NUM> configured to circulate the cooling liquid.

As illustrated in <FIG> and <FIG>, the camshaft <NUM> protrudes axially from the head <NUM> on both sides: a lubrication pump <NUM> is arranged coaxial to the camshaft <NUM> and is directly connected to the camshaft <NUM> to be driven in rotation by said camshaft <NUM>; analogously, the cooling pump <NUM> is arranged coaxial to the camshaft <NUM> on the opposite side of the lubrication pump <NUM> and is directly connected to the camshaft <NUM> to be driven in rotation by said camshaft <NUM>.

As illustrated in <FIG> and <FIG>, the camshaft <NUM> protrudes axially from the head <NUM> on both sides: the other lubrication pump <NUM> (different from the lubrication pump <NUM> connected to the camshaft <NUM>) is arranged coaxial to the camshaft <NUM> and is directly connected to the camshaft <NUM> to be driven in rotation by said camshaft <NUM>; analogously, the lubrication pump <NUM> is arranged coaxial to the camshaft <NUM> on the opposite side of the lubrication pump <NUM> and is directly connected to the camshaft <NUM> to be driven in rotation by said camshaft <NUM>.

In this way, all four pumps <NUM>, <NUM> and <NUM> are coaxial to the respective camshafts <NUM> and <NUM> and are driven in rotation directly by the respective camshafts <NUM> and <NUM>.

According to other embodiments not illustrated, the number of pumps <NUM>, <NUM> and <NUM> is different (less) since, for example, only one delivery lubrication pump <NUM> may be provided; in this case (at least) one camshaft <NUM> or <NUM> protrudes axially from the head <NUM> only on one side.

According to other embodiments not illustrated, the arrangement of the pumps <NUM>, <NUM> and <NUM> could be different or could vary: for example, the cooling pump <NUM> could be connected to the camshaft <NUM> or the lubrication pump <NUM> could be connected to the camshaft <NUM>.

As illustrated in <FIG>, the gearbox <NUM> is directly connected to the drive shaft <NUM> of the internal combustion engine <NUM>, is aligned with the internal combustion engine <NUM>, and is arranged behind the internal combustion engine <NUM> (namely the gearbox <NUM> is arranged longitudinally behind the crankcase <NUM> of the internal combustion engine <NUM>). In particular, the gearbox <NUM> is vertically aligned with an upper part of the engine block of the internal combustion engine <NUM>; namely, the gearbox <NUM> is vertically aligned with the upper part of the crankcase <NUM>.

The gearbox <NUM> has a double clutch and is interposed between the drive shaft <NUM> of the internal combustion engine <NUM> and the rear drive wheels <NUM>. The gearbox <NUM> comprises a cage <NUM> which is driven in rotation by the drive shaft <NUM>, and two clutches <NUM> contained beside each other in the cage <NUM> to take the motion from the cage <NUM>. Furthermore, the gearbox <NUM> comprises two primary shafts <NUM> which are coaxial to each other, are inserted one inside the other, and are each connected to a corresponding clutch <NUM> to receive the motion from the corresponding clutch <NUM>. Each clutch <NUM> comprises drive discs which are integral with the cage <NUM> (and therefore always rotate together with the drive shaft <NUM> to which the cage <NUM> is constrained) and driven discs which are interleaved with the drive discs and are integral with the corresponding primary shafts <NUM> (and therefore always rotate together with the corresponding primary shafts <NUM>).

The cage <NUM> of the gearbox <NUM> with double clutch <NUM> is arranged on the opposite of the internal combustion engine <NUM> (namely of the drive shaft <NUM>) relative to the two primary shafts <NUM>; furthermore, the gearbox <NUM> with double clutch <NUM> comprises a transmission shaft <NUM> that connects the drive shaft <NUM> to the cage <NUM>, is coaxial to the two primary shafts <NUM>, and is inserted into the two primary shafts <NUM>. In other words, the transmission shaft <NUM> terminates in the area of an end wall of the cage <NUM> and is constrained to the end wall of the cage <NUM>. In particular, a first primary shaft <NUM> is arranged on the outside, the transmission shaft <NUM> is arranged inside, and the other (second) primary shaft <NUM> is arranged between the transmission shaft <NUM> and the first primary shaft <NUM>. In other words, from the inside towards the outside, are the transmission shaft <NUM> (which is in the centre) and in succession the two primary shafts <NUM> (which are inserted one inside the other, both surrounding the transmission shaft <NUM>).

According to a preferred embodiment illustrated in the attached figures, the primary shafts <NUM> and the transmission shaft <NUM> of the gearbox <NUM> are coaxial to the drive shaft <NUM> of the internal combustion engine <NUM>; namely the internal combustion engine <NUM> is aligned with the gearbox <NUM>.

The gearbox <NUM> with double clutch <NUM> comprises a single secondary shaft <NUM> connected to the differential <NUM> which transmits the motion to the rear drive wheels <NUM>; according to an alternative and equivalent embodiment, the gearbox <NUM> with double clutch comprises two secondary shafts <NUM> both connected to the differential <NUM>. A pair of axle shafts <NUM> originate from the differential <NUM>, each of which is integral with a rear drive wheel <NUM>.

The gearbox <NUM> has seven forward gears indicated by Roman numerals (first gear I, second gear II, third gear III, fourth gear IV, fifth gear V, sixth gear VI and seventh gear VII) and a reverse gear (indicated by the letter R). Each primary shaft <NUM> and the secondary shaft <NUM> are mechanically coupled to one another by a plurality of gears, each of which defines a respective gear and comprises a primary cog wheel <NUM> mounted on the primary shaft <NUM> and a secondary cog wheel <NUM> mounted on the secondary shaft <NUM>. To allow correct operation of the gearbox <NUM>, all the odd gears (first gear I, third gear III, fifth gear V, seventh gear VII) are coupled to the same primary shaft <NUM>, while all the even gears (second gear II, fourth gear IV, and sixth gear VI) are coupled to the other primary shaft <NUM>.

Each primary cog wheel <NUM> is fitted to a respective primary shaft <NUM> so that it always rotates integrally with the primary shaft <NUM> and meshes permanently with the respective secondary cog wheel <NUM>; each secondary cog wheel <NUM>, on the other hand, is mounted idle on the secondary shaft <NUM>. Furthermore, the gearbox <NUM> comprises four double synchronizers <NUM>, each of which is mounted coaxial to the secondary shaft <NUM>, is arranged between two secondary cog wheels <NUM>, and is designed to be actuated to alternatively engage the two respective secondary cog wheels <NUM> with the secondary shaft <NUM> (namely, to alternatively make the two respective secondary cog wheels <NUM> angularly integral with the secondary shaft <NUM>). In other words, each synchronizer <NUM> can be moved in one direction to engage a secondary cog wheel <NUM> with the secondary shaft <NUM>, or can be moved in the other direction to engage the other secondary cog wheel <NUM> with the secondary shaft <NUM>.

As illustrated in <FIG> and <FIG>, the car <NUM> comprises a containing body <NUM> that contains inside it (also) the gearbox <NUM> with double clutch and has a shape which tapers to the rear so that the height of the containing body <NUM> progressively decreases from the front to the rear. Namely, a front wall of the containing body <NUM> extends to a greater height than a rear wall of the containing body <NUM>. In particular, the containing body <NUM> has in its lower part a bottom wall <NUM> which is inclined relative to the horizontal due to the tapered shape of the containing body <NUM>.

The differential <NUM> (that receives the motion from the secondary shaft <NUM> of the gearbox <NUM> and transmits the motion to the two rear drive wheels <NUM> via the two respective axle shafts <NUM>) is arranged inside the containing body <NUM> in a front position and below the gearbox <NUM>. The two axle shafts <NUM> protrude laterally from the containing body <NUM>.

From the above description, it can be summarised that the gearbox <NUM> is directly connected to the drive shaft <NUM> of the internal combustion engine <NUM>, is aligned with the internal combustion engine <NUM> (namely the primary shafts <NUM> and the transmission shaft <NUM> of the gearbox <NUM> are coaxial to the drive shaft <NUM> of the internal combustion engine <NUM>), and is arranged behind the internal combustion engine <NUM>; furthermore, the intercooler <NUM> is arranged horizontally above the gearbox <NUM> (namely above the containing body <NUM> containing the gearbox <NUM>).

As illustrated in <FIG>, <FIG> and <FIG>, the car <NUM> comprises a rear aerodynamic diffuser <NUM> which faces the road surface, begins in the area of a rear wall of the engine block (formed of the crankcase <NUM> and head <NUM>) of the internal combustion engine <NUM> and is arranged below the gearbox <NUM> (namely below the containing body <NUM> containing the gearbox <NUM>).

According to a preferred embodiment, the bottom wall <NUM> of the containing body <NUM> (inside which the gearbox <NUM> is located) has the same inclination as the rear aerodynamic diffuser <NUM>; namely, the bottom wall <NUM> of the containing body <NUM> reproduces the shape of the rear aerodynamic diffuser <NUM>, having the same inclination. In this way, the rear aerodynamic diffuser <NUM> exploits all the available space below the gearbox <NUM> (namely, below the containing body <NUM> containing the gearbox <NUM>).

As illustrated in <FIG>, the car <NUM> comprises a chassis <NUM> (partially illustrated in <FIG>). The rear part of the chassis <NUM> comprises lateral bars <NUM> which are arranged in the area of the spherical tanks <NUM> to protect the spherical tanks <NUM> from lateral impact; the lateral bars <NUM> are tetrahedral to provide greater impact resistance.

As illustrated in <FIG>, inside the chassis <NUM> an engine compartment <NUM> is obtained in which the internal combustion engine <NUM> is arranged. As illustrated in <FIG>, the bottom <NUM> of the car <NUM> comprises an opening <NUM> which is arranged in the area of the engine compartment <NUM> and a removable panel <NUM> which is removably fixed and closes the opening <NUM>. The opening <NUM> has a dimension analogous to a dimension of the engine compartment <NUM>; namely, the dimension of the opening <NUM> is approximately (as far as possible) equal to the dimension of the engine compartment <NUM> so that the opening <NUM> gives complete access to the engine compartment <NUM>.

According to a preferred embodiment, the removable panel <NUM> is at least partially transparent; in particular the removable panel <NUM> has centrally a transparent window <NUM> (for example, made of glass). The function of the transparent window <NUM> is essentially technical, since it allows visual inspection of the internal combustion engine <NUM> without having to remove the removable panel <NUM>.

According to a preferred embodiment, the bodywork <NUM> does not have any bonnet that can be opened (arranged above the engine compartment <NUM>) giving access to the engine compartment <NUM>; namely, access to the engine compartment <NUM> is only from below through the opening <NUM> since the upper part of the engine compartment <NUM> is permanently closed by fixed non-removable panels of the bodywork <NUM>.

According to a preferred embodiment, the removable panel <NUM> is directly fixed to the chassis <NUM> by means of a plurality of screws <NUM> (preferably quarter turn screws <NUM>).

The rear aerodynamic diffuser <NUM> faces the road surface, is arranged at the rear of the removable panel <NUM>, and borders on the removable panel <NUM>. Namely, the rear aerodynamic diffuser <NUM> begins where the removable panel <NUM> finishes. Also the aerodynamic diffuser <NUM> can be removed to allow simpler access to the containing body <NUM> of the gearbox <NUM>.

The embodiment illustrated in <FIG> comprises the turbine assembly <NUM> that generates electrical energy by means of the electric generator <NUM> and the compressor unit <NUM> that operates the two compressors <NUM> by means of the electric motor <NUM> that uses (at least partly) the electrical energy generated by the electric generator <NUM> of the turbine assembly <NUM>.

In the embodiment illustrated in <FIG>, there is no turbine assembly <NUM> and the compressor unit <NUM> is without the electric motor <NUM> as the two compressors <NUM> are operated by the gearbox <NUM> taking the motion from the cage <NUM> of the clutches <NUM> of the gearbox <NUM> (as will be explained better below). In other words, the two compressors <NUM> are operated by the transmission shaft <NUM> of the gearbox <NUM> (which directly causes rotation of the cage <NUM> of the clutches <NUM> and is directly connected to the drive shaft <NUM>). This embodiment is slightly less efficient in energy terms (as it does not recover part of the energy of the exhaust gases through the turbine assembly <NUM>) but it is lighter, more compact and simpler, as it completely eliminates the electrical part (in fact, neither the electric generator <NUM> of the turbine assembly <NUM> nor the electric motor <NUM> of the compressor unit <NUM> are present).

As illustrated in <FIG>, an actuation system <NUM> is provided that connects the cage <NUM> of the gearbox <NUM> to the compressor unit <NUM> (namely to the two compressors <NUM> of the compressor unit <NUM>) so as to take the motion from the cage <NUM> of the gearbox <NUM> to drive in rotation the two compressors <NUM> of the compressor unit <NUM>. By way of example, the actuation system <NUM> increases the rotation speed so that the two compressors <NUM> of the compressor unit <NUM> always rotate faster than the cage <NUM> of the gearbox <NUM>; for example the two compressors <NUM> of the compressor unit <NUM> could rotate <NUM>-<NUM> times faster than the cage <NUM> of the gearbox <NUM>.

As illustrated in <FIG>, the actuation system <NUM> is connected to an end wall of the cage <NUM> of the gearbox <NUM> on the opposite side of the transmission shaft <NUM>; namely, the cage <NUM> of the gearbox <NUM> has an end wall which on one side is connected to the transmission shaft <NUM> and on the opposite side is connected to the actuation system <NUM>.

According to a possible embodiment schematically illustrated in <FIG>, the actuation system <NUM> comprises a variator device <NUM> which is interposed between the cage <NUM> of the gearbox <NUM> and the compressors <NUM> and has a variable transmission ratio. Preferably, the variator device <NUM> has a centrifugal activation so as to autonomously modify the transmission ratio according to the rotation speed of the cage <NUM> of the gearbox <NUM>; in particular, the variator device <NUM> is configured to decrease the transmission ratio as the rotation speed of the cage <NUM> of the gearbox <NUM> increases. Namely, when the rotation speed of the cage <NUM> of the gearbox <NUM> is lower, the transmission ratio is greater and therefore (at the same rotation speed of the cage <NUM>) the compressors <NUM> rotate faster, whereas when the rotation speed of the cage <NUM> of the gearbox <NUM> is higher, the transmission ratio is smaller and therefore (at the same rotation speed of the cage <NUM>) the compressors <NUM> rotate more slowly; in this way, the compressors <NUM> are able to generate effective compression also when the cage <NUM> of the gearbox rotates slowly without "overspeeding" when the cage <NUM> of the gearbox rotates fast.

According to a preferred embodiment, the variator device <NUM> has only two different transmission ratios; by way of example, the two transmission ratios obtainable via the variator device <NUM> could differ from each other by <NUM>-<NUM>%.

According to a preferred embodiment, the variator device <NUM> comprises a direct drive engaged by a centrifugal clutch and a planetary gear train that produces a lower transmission ratio from direct drive: the centrifugal clutch is operated by the centrifugal force that compresses the clutch discs engaging the direct drive when the rotation speed of the cage <NUM> of the gearbox <NUM> exceeds a threshold value (therefore they determine a reduction in the transmission ratio when the rotation speed of the cage <NUM> of the gearbox <NUM> exceeds the threshold value). According to a preferred embodiment, a transmission ratio of the variator device <NUM> could correspond to a direct drive (namely a transmission ratio of <NUM>:<NUM>) while the other transmission ratio could be between <NUM>:<NUM> and <NUM>:<NUM>.

According to a preferred embodiment, the variator device <NUM> is connected to the cage <NUM> of the gearbox <NUM> on the opposite side of the primary shafts <NUM> and the transmission shaft <NUM>.

In the embodiment illustrated in <FIG>, the two compressors <NUM> are arranged parallel to and spaced from each other so as to rotate around two rotation axes <NUM> which are parallel to and spaced from each other and are parallel to a rotation axis <NUM> of the cage <NUM> of the gearbox <NUM> (which is coaxial to the primary shafts <NUM>, to the transmission shaft <NUM>, and to the drive shaft <NUM>). In particular, the rotation axis <NUM> of the cage <NUM> of the gearbox <NUM> is arranged between the rotation axes <NUM> of the two compressors <NUM>; namely, the two compressors <NUM> are arranged on the two opposite sides of the rotation axis <NUM> of the cage <NUM> of the gearbox <NUM>.

According to a preferred embodiment illustrated in <FIG>, the actuation system <NUM> comprises an intermediate shaft <NUM> that receives the motion from the cage <NUM> of the gearbox <NUM> and rotates around a rotation axis <NUM> which is parallel to and spaced from the rotation axis <NUM> of the cage <NUM> of the gearbox <NUM>. In particular, between the cage <NUM> of the gearbox <NUM> and the intermediate shaft <NUM>, the variator device <NUM> is interposed. The actuation system <NUM> comprises a central cog wheel <NUM> that receives the motion from the intermediate shaft <NUM> (namely, it is constrained to the intermediate shaft <NUM>) and two lateral cog wheels <NUM> which are arranged on the two sides of the central cog wheel <NUM>, mesh with the central cog wheel <NUM> and each transmit the motion towards a corresponding compressor <NUM> (namely, each lateral cog wheel <NUM> is constrained to a shaft of the corresponding compressor <NUM>). Between each lateral cog wheel <NUM> and the corresponding compressor <NUM>, a transmission <NUM> is interposed which increases the rotation speed, so that the compressor <NUM> can rotate faster than the lateral cog wheel <NUM>.

Overall, the compressors <NUM> rotate much faster than the drive shaft <NUM> (namely than the cage <NUM> of the gearbox <NUM>): the compressors <NUM> rotate approximately ten times faster than the drive shaft <NUM> (namely, the compressors <NUM> can reach <NUM>,<NUM> r. while the drive shaft <NUM> can reach <NUM>,<NUM> r.

As illustrated in <FIG> and <FIG>, each compressor <NUM> comprises an axial inlet <NUM> arranged on the opposite side of the actuation system <NUM> and a radial outlet <NUM>. As previously described, a connection duct <NUM> is provided (not illustrated in <FIG>) which is connected to both the outlets <NUM> of the two compressors <NUM> to receive and combine the compressed air from both the compressors <NUM>.

In the embodiment illustrated in <FIG>, two exhaust ducts <NUM> are provided which originate from the cylinders <NUM> and terminate in the silencer <NUM> and are completely separate and independent of the cylinders <NUM> at the silencer <NUM>. In the embodiment illustrated in <FIG>, on the other hand, one exhaust duct <NUM> is provided, into which both the exhaust ducts <NUM> merge, and terminates in the silencer <NUM>; namely, the exhaust ducts <NUM> join together upstream of the silencer <NUM>, both merging into the exhaust duct <NUM> which connects to the silencer <NUM>. In other words, the exhaust system <NUM> comprises a single exhaust duct <NUM> that receives the exhaust gases from both the exhaust ducts <NUM>; namely, the two exhaust ducts <NUM> join together to converge towards the one exhaust duct <NUM>. The exhaust duct <NUM> begins at the confluence of the two exhaust ducts <NUM> and terminates in the silencer <NUM>.

In the embodiment illustrated in the attached figures, the compressor unit <NUM> comprises two twin compressors <NUM>; according to a different embodiment not illustrated, the compressor unit <NUM> comprises a single compressor <NUM>.

In the embodiment illustrated in the attached figures, the turbine assembly <NUM> (when provided) comprises two twin turbines <NUM>; according to a different embodiment not illustrated, the turbine assembly <NUM> (when provided) comprises a single turbine <NUM>.

In the embodiment illustrated in <FIG> and <FIG>, the (six) cylinders <NUM> of the internal combustion engine <NUM> are arranged in line as this solution allows the overall width of the internal combustion engine <NUM> to be reduced and therefore, among other things, leaves more space for the tanks <NUM> arranged beside the internal combustion engine <NUM>. In the alternative embodiment illustrated in <FIG>, the (six) cylinders <NUM> of the internal combustion engine <NUM> are arranged in a "V" shape as this solution allows the overall height of the internal combustion engine <NUM> to be reduced and therefore, among other things, leaves more space for the tanks <NUM> arranged above the internal combustion engine <NUM> (the tanks <NUM> are no longer present), allows the centre of gravity of the internal combustion engine <NUM> to be lowered and also allows the overall longitudinal dimension of the internal combustion engine <NUM> to be reduced (thus also allowing the wheelbase of the car <NUM> to be reduced); namely, the six cylinders <NUM> are divided into two banks which, relative to the axis of the drive shaft <NUM>, form between them an angle which, in the embodiment illustrated, is <NUM>° (but could also be different). In any case the overall number of the cylinders <NUM> can be different from six (both in the case of an in-line arrangement and in the case of a "V" arrangement), for example there could be four, eight or ten cylinders <NUM>.

In other words, the embodiment illustrated in <FIG> comprises only the tanks <NUM> which are arranged above the internal combustion engine <NUM> (and have a larger dimension than the embodiment illustrated in <FIG> and <FIG>) and the tanks <NUM> arranged beside the internal combustion engine <NUM> are absent. In the embodiment illustrated in <FIG>, the tanks <NUM> are arranged transversely (namely, their central axes of symmetry are oriented transversely), but alternatively the tanks <NUM> could be arranged longitudinally (namely, their central axes of symmetry could be oriented longitudinally).

As illustrated in <FIG> and <FIG>, the internal combustion engine <NUM> comprises two intake manifolds <NUM> which are twin, separate and independent and each of which is coupled to a bank of cylinders <NUM>; as better illustrated in <FIG>, the two intake manifolds <NUM> are arranged on the outside of the "V" formed by the two banks of cylinders <NUM> and are therefore in the upper part of the internal combustion engine <NUM>.

As better illustrated in <FIG>, two exhaust ducts <NUM> are provided which are twin, separate and independent and begin inside the "V" formed by the two banks of cylinders <NUM>. In particular, each exhaust duct <NUM> is connected to the three cylinders <NUM> of the same bank by means of respective channels that originate from the three cylinders <NUM> and terminate in an inlet of the exhaust duct <NUM> (in other words, each exhaust duct <NUM> is initially divided into three parts for connection to the respective three cylinders <NUM>). Along each exhaust duct <NUM>, an exhaust gas treatment device <NUM> (typically a catalytic converter) is arranged and extends vertically so as to present an inlet arranged lower down and an outlet arranged higher up.

The terminal part of the two exhaust ducts <NUM> can terminate in a single common silencer that receives the exhaust gases from both the exhaust ducts <NUM>; alternatively, two twin separate silencers are provided, each of which receives the exhaust gases only from a respective exhaust duct <NUM>.

In the embodiment illustrated in <FIG> there is no turbine driven by the exhaust gases; intake supercharging is provided by means of a volumetric compressor unit which is similar to the compressor unit <NUM> described previously and can be driven by the drive shaft <NUM> of the internal combustion engine <NUM> or by a dedicated electric motor.

According to a preferred embodiment, the two air intakes for the internal combustion engine <NUM> are arranged laterally (namely, near the sides of the car <NUM>) so that they can easily receive an intake air flow from the outside of the car <NUM>, and the two air filter boxes are arranged immediately downstream of the respective air intakes. The volumetric compressor unit (that receives the air from the two air filter boxes) is arranged in a central position above the internal combustion engine <NUM> and between the two banks of cylinders <NUM>; two intercoolers are arranged laterally (namely, near the sides of the car <NUM>) so that they can easily receive a cooling air flow from the outside of the car <NUM>. From each intercooler, the air is supplied to a respective intake manifold <NUM> at the inlet of which a throttle valve is arranged.

Alternatively, two volumetric compressors could be provided which are separate, independent and twin; each volumetric compressor could be operated by a gear cascade that takes the motion from a respective camshaft.

Among other things, the "V" arrangement of the cylinders <NUM> of the internal combustion engine <NUM> allows the "hot" zone (namely, the exhaust system <NUM> particularly in the vicinity of the cylinders <NUM>) to be arranged in the lower part of the internal combustion engine <NUM> (below the internal combustion engine <NUM>) and therefore well away from the hydrogen tanks <NUM> which are arranged above the internal combustion engine <NUM> (and therefore the tanks <NUM> do not receive the heat from the exhaust system <NUM>). Furthermore, the "V" arrangement of the cylinders <NUM> of the internal combustion engine <NUM> allows the "cold" zone (namely, the intake system <NUM>) to be arranged in the upper part of the internal combustion engine <NUM> (above the internal combustion engine <NUM>) and therefore near the hydrogen tanks <NUM> which are arranged above the internal combustion engine <NUM> (but the temperature of the intake system <NUM> is substantially ambient and therefore not able to heat the hydrogen tanks <NUM>). In other words, the "V" arrangement of the cylinders <NUM> allows a significant improvement in management of the heat compared to the in-line arrangement of the cylinders <NUM>, since in the "V" arrangement of the cylinders <NUM> the "hot" zone (namely, the exhaust system <NUM> particularly in the vicinity of the cylinders <NUM>) is well away from the hydrogen tanks <NUM>.

An important problem of the inverted (reverse) internal combustion engine <NUM>, namely oriented with the drive shaft <NUM> arranged higher than the cylinders <NUM>, is that when the internal combustion engine <NUM> is at a standstill, the lubricating oil descends more or less slowly by gravity towards the cylinders and can seep out laterally to the pistons <NUM>, collecting in the combustion chamber: when the internal combustion engine <NUM> is restarted, the oil in the combustion chambers burns, generating particulate and unburned hydrocarbons which are dispersed in the atmosphere together with the exhaust gases. In the in-line arrangement of the cylinders <NUM>, the problem of seepage of the lubricating oil when the internal combustion engine <NUM> is at a standstill is more serious since the main and con rod bearings are above the cylinders <NUM> and therefore through them the lubricating oil directly reaches the cylinders <NUM>; in the "V" arrangement of the cylinders <NUM>, on the other hand, the problem of seepage of the lubricating oil when the internal combustion engine <NUM> is at a standstill is less serious (but nevertheless exists) since the main and con rod bearings are not above the cylinders <NUM> and therefore through them the lubricating oil does not directly reach the cylinders <NUM>.

Also in the case of the "V" arrangement of the cylinders <NUM> and as illustrated in <FIG>, the car <NUM> comprises a rear aerodynamic diffuser <NUM> which faces the road surface, begins in the area of a rear wall of the engine block (formed of the crankcase <NUM> and the heads <NUM>) of the internal combustion engine <NUM> and is arranged below the gearbox <NUM> (namely, below the containing body <NUM> containing the gearbox <NUM>).

In the embodiment in which the internal combustion engine <NUM> is not powered by hydrogen but by a liquid fuel, the liquid fuel tank has a smaller volume than the hydrogen tanks <NUM> and <NUM> and, not being pressurized, can have a "complex" shape in order to be arranged in other volumes with irregular shape (whereas the hydrogen tanks <NUM> and <NUM> have to withstand a pressure of many hundred bars and therefore must have a cylindrical or spherical shape); therefore, in this embodiment, the (large) volume above the internal combustion engine <NUM> is free and can be used to give the bodywork a particular shape that allows optimized aerodynamic efficiency.

The embodiments described here can be combined without departing from the protective scope of the present invention.

The car <NUM> described above has numerous advantages.

Firstly, the car <NUM> described above combines a great hydrogen storage capacity (thus offering a satisfactory autonomy) with very high dynamic performance due to optimal wheelbase, overall weight, and weight distribution. These results are obtained due to the particular conformation and arrangement of the internal combustion engine <NUM> and of the transmission system <NUM> which allow for the creation of a large free space to house the hydrogen tanks <NUM> and <NUM> without affecting the dynamic performance of the car <NUM>.

The car <NUM> described above allows for a rear aerodynamic diffuser having very large dimensions, thus allowing the generation of a very high aerodynamic load without in any way affecting the aerodynamic drag.

In the car <NUM> described above, inside the passenger compartment <NUM> (particularly in the driving position <NUM> where the driver sits) it is possible to hear an exhaust noise that has both a sufficiently high intensity and an optimal sound quality; this result is obtained due to the fact that the outlet is very near the passenger compartment <NUM> and on the side of the driving position <NUM>, since with this solution, the sound intensity is "concentrated" in the vicinity of the passenger compartment <NUM> and the exhaust noise is very natural (namely, not created or artificially modified). Namely, the exhaust noise is not artificially "blasted" towards the passenger compartment <NUM> through non-natural transmission channels; on the contrary, the exhaust noise reaches the passenger compartment <NUM> only by passing through the exhaust system, namely by following the natural outlet of the exhaust noise.

In the car <NUM> described above, also due to the particular conformation of the gearbox <NUM> with double clutch in which the cage <NUM> is arranged on the opposite side of the internal combustion engine, it is possible to obtain a particularly favourable positioning (namely, compact while at the same time being very functional) of all the propulsion system elements to minimize the length of the wheelbase (namely, the distance between the front axle and the rear axle).

In the car <NUM> described above, also due to the particular conformation of the compressor unit <NUM> in which the two twin compressors <NUM> are arranged coaxial to the opposite sides of the electric motor <NUM>, it is possible to obtain a particularly favourable positioning (namely, compact while at the same time being very functional) of all the propulsion system elements; at the same time, the presence of two twin compressors <NUM> allows particularly high air flows to be compressed.

In the car <NUM> described above, also due to the particular conformation of the turbine assembly <NUM> in which the two twin turbines <NUM> are arranged side by side to drive the same common electric generator <NUM>, it is possible to obtain a particularly favourable positioning (namely, compact while at the same time being very functional) of all the propulsion system elements; at the same time, the presence of two twin turbines <NUM> allows a large quantity of energy to be recovered from the exhaust gas.

In the car <NUM> described above (in particular in the embodiment illustrated in <FIG>), the geometry of the intake ducts <NUM> and <NUM> is optimal in terms of both overall dimensions and pressure losses without having to resort to electric actuation of the compressor unit <NUM>; this result is obtained by taking the motion necessary for rotating the two compressors <NUM> of the compressor unit <NUM> directly from the cage <NUM> of the gearbox <NUM> with double clutch which is in a very favourable position for positioning of the compressor unit <NUM>.

In the car <NUM> described above, the particular conformation and the particular positioning of the two intercoolers <NUM> and <NUM> allow the effectiveness and efficiency of the compressed air cooling to be maximised without excessively stringent constraints on the positioning of all the other components of the internal combustion engine <NUM>.

In the car <NUM> described above, the aerodynamic diffuser <NUM> has a very large dimension (and therefore allows a high aerodynamic load to be generated with a modest increase in the aerodynamic drag) even if the internal combustion engine <NUM> is located in a central/rear position (therefore having optimal distribution of the masses between front axle and rear axle) and, at the same time, the wheelbase is relatively short (namely, the car <NUM> has an extremely high-performing dynamic behaviour). This result is obtained by positioning the internal combustion engine <NUM> with the drive shaft <NUM> arranged up: in this way also the gearbox <NUM> can be arranged higher up, consequently freeing in the lower part of the rear area of the car <NUM> the space necessary for housing the large aerodynamic diffuser <NUM>.

In the car <NUM> described above, accessibility to all areas of the internal combustion engine <NUM> is optimal and complete; this result is obtained due to the accessibility from below which, once the car <NUM> has been raised, always allows an operator to position himself right below the component on which he is working. Namely, the accessibility from below to the internal combustion engine <NUM> facilitates and simplifies servicing, since the operators are not limited by the profile of the car <NUM> but can move easily in all the areas of the internal combustion engine <NUM> since the car <NUM> is raised.

In the car <NUM> described above, the fact that the removable panel is at least partially transparent represents, in addition to an undoubted technical advantage as previously explained, an aesthetic innovation and makes the removable panel also an aesthetic element; it is important to note that due to the large aerodynamic diffuser <NUM> it is relatively easy to see at least part of the internal combustion engine <NUM> through the transparent part of the removable panel without having to bend excessively.

In the car <NUM> described above, the bodywork <NUM> is particularly rigid and resistant due to the complete absence of an opening for access to the engine compartment <NUM> (normally closed by a bonnet). In this way, with the same rigidity, it is possible to reduce the overall mass of the bodywork <NUM>. Furthermore, the absence of an opening for access to the engine compartment <NUM> also makes the bodywork <NUM> completely continuous (namely without interruptions), thus reducing the aerodynamic penetration coefficient. Elimination of an opening through the bodywork <NUM> for access to the engine compartment <NUM> is made possible by the fact that the internal combustion engine <NUM> does not require any maintenance in the upper part (formed of the crankcase <NUM>) and consequently it is no longer necessary to access the engine compartment <NUM> from above. In fact, all the main components of the internal combustion engine <NUM> are in the lower part of the engine compartment <NUM> and are easily accessible from the bottom <NUM> through the opening <NUM> closed by the removable panel <NUM>.

Claim 1:
A car (<NUM>) comprising:
two front wheels (<NUM>);
two rear drive wheels (<NUM>);
a passenger compartment (<NUM>) arranged between the front wheels (<NUM>) and the rear wheels (<NUM>);
an internal combustion engine (<NUM>), which is arranged behind the passenger compartment (<NUM>) and is provided with a plurality of cylinders (<NUM>), where respective pistons (<NUM>) slide on the inside, and with a drive shaft (<NUM>) connected to the pistons (<NUM>) and oriented longitudinally, namely parallel to a driving direction of the car (<NUM>); and
a transmission system (<NUM>), which connects the drive shaft (<NUM>) of the internal combustion engine (<NUM>) to the rear drive wheels (<NUM>) and comprises a gearbox (<NUM>) provided with at least one primary shaft (<NUM>);
the car (<NUM>) is characterized in that:
the internal combustion engine (<NUM>) is oriented with the drive shaft (<NUM>) arranged higher than the cylinders (<NUM>);
the gearbox (<NUM>) is longitudinally arranged behind a crankcase (<NUM>) of the internal combustion engine (<NUM>); and
the primary shaft (<NUM>) of the gearbox is coaxial to the drive shaft (<NUM>) of the internal combustion engine (<NUM>).