Patent Description:
There is no hydrogen in its natural state on earth because it is combined in molecules with other atoms (e.g. water or hydrocarbons) and therefore to obtain hydrogen, it is necessary to produce it by reforming or electrolysis, consuming more energy (hence hydrogen is not an energy source but an energy carrier).

The environmental impact of a car provided with a hydrogen-powered internal combustion engine is much lower than the environmental impact of a similar car provided with a fossil fuel-powered internal combustion engine, as a hydrogen-powered internal combustion engine generates no greenhouse gases (CO<NUM>) and generates very little CO, HC and particulate matter (generated due to a small amount of lubricating oil being burnt in the combustion chambers).

Hydrogen has a low density (having a very simple molecule consisting of only two hydrogen atoms) and therefore, in order to be able to store an adequate amount (mass) of hydrogen, it is necessary to use very voluminous hydrogen tanks even when the maximum hydrogen storage pressure reaches <NUM> bar (which is currently a market standard). Among other things, hydrogen tanks must be placed in a position that is adequately protected against shocks from all directions, and hydrogen tanks must necessarily be either spherical or cylindrical in shape to be able to withstand the high internal pressure of hydrogen; these constraints further complicate the positioning of hydrogen tanks in a car.

Consequently, a car equipped with a hydrogen-powered internal combustion engine is longer and heavier (for the same range) than a similar car equipped with a petrol-powered internal combustion engine, and is therefore significantly impaired in terms of dynamic performance. <CIT> discloses a car according to the preamble of claim <NUM>.

The aim of the present invention is to provide a car provided with a hydrogen-powered internal combustion engine that allows high performance (particularly in sports driving on circuits) without penalising range.

According to the present invention, a car provided with a hydrogen-powered internal combustion engine is provided in accordance with the appended claims.

The present invention will now be described with reference to the accompanying drawings, showing some nonlimiting embodiments thereof, wherein:.

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

As illustrated in <FIG>, the electric machine <NUM> is connected to the two front drive wheels <NUM> by means of a transmission system (known and not illustrated) provided with a front differential; similarly, the internal combustion engine <NUM> is also 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 (i.e. it can operate either as an electric motor by absorbing electrical energy and generating a mechanical drive torque, or as an electric generator by absorbing mechanical energy and generating electrical energy); according to other embodiments not illustrated, the electric machine <NUM> is not provided.

As illustrated in <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 within it a driver's station <NUM> (schematically illustrated in <FIG>) which is arranged on the left side (alternatively it could also be arranged on the right side). As illustrated in <FIG>, driver's station <NUM> comprises a steering wheel <NUM>, a driver's seat (not illustrated) and a number of other (known and not illustrated) driver-operated controls (including, for example, an accelerator pedal, a brake pedal and at least one lever for selecting gears).

As illustrated in <FIG> and <FIG>, the car <NUM> comprises a body <NUM> which delimits (among other things) the passenger compartment <NUM> and has two sides in which at least two doors <NUM> are obtained. The door <NUM> on the left provides direct access to driver's station <NUM>.

As illustrated in <FIG>, the car <NUM> comprises a bottom <NUM> which forms the lowest part of the car <NUM> and in use is facing a road surface on which the car <NUM> moves.

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

As illustrated in <FIG>, the internal combustion engine <NUM> is powered by hydrogen, which is stored at high pressure (e.g. with a maximum pressure of around <NUM> bar) in four different tanks <NUM> and <NUM>: the two tanks <NUM> have a spherical shape and are the same size, while the two tanks <NUM> have a cylindrical shape and are different sizes (i.e. one tank <NUM> is larger than the other tank <NUM>).

The two tanks <NUM> (spherical in shape) are arranged next to an engine block of the internal combustion engine <NUM> on opposite sides of the internal combustion engine <NUM>, i.e. one tank <NUM> is arranged to the right of the engine block of the internal combustion engine <NUM> while the other tank <NUM> is arranged to the left of the engine block of the internal combustion engine <NUM>. In other words, the two tanks <NUM> (spherical in shape) are arranged at the same vertical elevation, are arranged at the same longitudinal elevation and are separated from each other transversely (with the interposition of the engine block of the internal combustion engine <NUM>), i.e. they are only transversely separated from each other.

The two tanks <NUM> (cylindrical in shape) are arranged above the internal combustion engine <NUM> in front of each other. In other words, the two tanks <NUM> (cylindrical in shape) are arranged (roughly) at the same vertical elevation, are arranged at the same transverse elevation and are separated from each other longitudinally, i.e. they are only longitudinally separated from each other (i.e. one is arranged in front of the other). In particular, both tanks <NUM> (cylindrical in shape) are oriented transversely, i.e. their central axes of symmetry are oriented transversely. In the embodiment illustrated in <FIG>, the tank <NUM> arranged in front (i.e. closer to the front) is larger than the tank <NUM> placed behind (i.e. closer to the rear).

As illustrated in <FIG>, the internal combustion engine <NUM> comprises a crankcase <NUM> inside of which a plurality of cylinders <NUM> (only one of which is illustrated in <FIG>) are housed. Preferably (but not compulsorily), the cylinders <NUM> are arranged in line as this solution reduces the transverse dimensions of the internal combustion engine <NUM> and thus, among other things, allows more space for the tanks <NUM>. In the embodiment shown in the appended figures, six cylinders <NUM> are provided in line, but obviously the number and arrangement of the cylinders <NUM> could vary.

Each cylinder <NUM> has a respective combustion chamber and a respective piston <NUM> mechanically connected to a drive shaft <NUM> (via a respective connecting rod) to transmit the force generated by combustion to the drive shaft <NUM>. Attached (connected) to the crankcase <NUM> is a cylinder head <NUM> which forms the crown of the cylinders <NUM> (i.e. 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> there is a single cylinder head <NUM>, while in the case of a "V" arrangement of the cylinders <NUM> there are twin cylinder heads <NUM> for the two banks of cylinders <NUM>.

The combination of the crankcase <NUM> and the cylinder head <NUM> constitutes the engine block of the internal combustion engine <NUM>.

In the embodiment illustrated in the accompanying figures, the internal combustion engine <NUM> is arranged (oriented) longitudinally, i.e. the drive shaft <NUM> is arranged (oriented) longitudinally, as this solution makes it possible to reduce the transverse footprint of the internal combustion engine <NUM> and thus, among other things, leave 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 appended figures, the internal combustion engine <NUM> is either arranged in a central or rear position, i.e. the internal combustion engine <NUM> is either arranged behind the passenger compartment <NUM> and is located between the front wheels <NUM> and the rear wheels <NUM> (central arrangement as illustrated in the appended figures) or is located beyond the rear wheels <NUM> (rear arrangement not illustrated).

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

Each cylinder <NUM> also comprises (at least) one fuel injector <NUM> which injects fuel into the cylinder <NUM> cyclically; <FIG> shows direct fuel injection into the cylinder <NUM> but fuel injection into the cylinder <NUM> could also be (partially or fully) indirect. Each cylinder <NUM> comprises (at least) one spark plug <NUM> which is cyclically activated to ignite the mixture of air (oxidizer) and fuel in the combustion chamber at the end of the compression phase.

As illustrated in the appended 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 "upside down" as opposed to the traditional arrangement where the cylinders <NUM> are at the top and the drive shaft <NUM> is at the bottom. As a result, the cylinder head <NUM> that constitutes the crown of the cylinders <NUM> is arranged below the crankcase <NUM> and represents the lowest part of the internal combustion engine <NUM>.

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

The internal combustion engine <NUM> comprises an exhaust system <NUM> that releases the exhaust gases from the cylinder <NUM> into the external environment. Among other things, the intake system <NUM> comprises (at least) one exhaust gas treatment device <NUM> (typically a catalytic converter).

As illustrated in <FIG>, the intake system <NUM> comprises twin, separate intake ducts <NUM> which are arranged on the two sides of the car <NUM> (i.e. one intake duct <NUM> is arranged on the right side and the other intake duct <NUM> is arranged on the left side) and originates from respective air inlets <NUM> obtained through the bodywork <NUM>. An air filter <NUM> is arranged along each intake duct <NUM> and in proximity to the respective air inlet <NUM>. Each intake duct <NUM> terminates in a compressor unit <NUM> which increases the air pressure to increase the volumetric efficiency of the cylinders <NUM>. From the compressor unit <NUM> a sole (single) intake duct <NUM> originates, which terminates in the intake manifold <NUM> after passing through two intercoolers <NUM> and <NUM> arranged in series. That is, an initial section of the intake duct <NUM> connects the compressor unit <NUM> to the intercooler <NUM>, then an intermediate section of the intake duct <NUM> connects the intercooler <NUM> to the intercooler <NUM>, and finally 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 the intercooler <NUM> is also of the air/air type. According to a preferred embodiment, the intercooler <NUM> has a larger volume than the intercooler <NUM>; on this subject it is important to note that the intercooler <NUM> is at a disadvantage with respect to the intercooler <NUM>, since it is arranged further away from the corresponding air inlet and compensates for this disadvantage both by having a larger volume and by having to cool air with a higher inlet temperature (since the intercooler <NUM> receives air directly from the compressor unit <NUM> while the intercooler <NUM>, being arranged in series with the intercooler <NUM>, receives air which has already been partially cooled by the intercooler <NUM>).

As illustrated in <FIG>, the exhaust system <NUM> comprises twin, separate exhaust ducts <NUM> that receive exhaust gases from the respective cylinders <NUM> to which they are individually connected; in particular, each exhaust duct <NUM> is connected to three cylinders <NUM> by respective channels that originate from the three cylinders <NUM> and terminate in an inlet of the exhaust duct <NUM> (from another viewpoint, each exhaust duct <NUM> is initially divided into three parts to connect with the respective three cylinders <NUM>). A corresponding exhaust gas treatment device <NUM> (typically a catalytic converter) is arranged along each exhaust duct <NUM>; thus altogether the exhaust system <NUM> comprises two twin, separate exhaust gas treatment devices <NUM>.

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

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

In the preferred embodiment illustrated in the appended figures, the silencer <NUM> has a single final exhaust pipe <NUM> flowing into an outlet opening <NUM>; according to other embodiments not illustrated, the silencer <NUM> has two or more final pipes <NUM>, each flowing into a corresponding outlet opening <NUM>.

As illustrated in <FIG>, the compressor unit <NUM> (intended for use in the supercharged internal combustion engine <NUM>) comprises a single shaft <NUM> mounted rotatably about an axis of rotation <NUM>. In the embodiment illustrated in the appended figures, the shaft <NUM> (thus the axis of rotation <NUM>) is oriented transversely; according to a different embodiment not illustrated, the shaft <NUM> (thus the axis of rotation <NUM>) is oriented longitudinally or is inclined (non-parallel) with respect to both the longitudinal direction and with respect to the transverse direction.

The compressor unit <NUM> comprises twin (identical) compressors <NUM>, each of which is integral with the shaft <NUM> to rotate together with the shaft <NUM> and is configured to compress air intended to be sucked in by the supercharged internal combustion engine <NUM>; in particular, each compressor <NUM> receives air from a respective intake duct <NUM> (i.e. 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 bring the shaft <NUM> into rotation (and thus to bring both compressors <NUM> mounted on the shaft <NUM> into rotation). In the embodiment illustrated in the appended 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 to one side with respect to both compressors <NUM> (i.e. it is closer to one compressor <NUM> and is further away from the other compressor <NUM>).

As mentioned above, the two compressors <NUM> are identical and are of the 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 connecting duct <NUM> (illustrated in <FIG>) which is connected to both outlets <NUM> of the two compressors <NUM> to receive and join the compressed air from both compressors <NUM>; the connecting duct <NUM> terminates in the intake duct <NUM>, i.e. the intake duct <NUM> starts from the connecting duct <NUM> to receive and join the compressed air from both compressors <NUM>.

In the embodiment illustrated in the appended figures, the connecting duct <NUM> is oriented transversely; according to a different embodiment not illustrated, the connecting duct <NUM> is oriented longitudinally or is inclined (non-parallel) with respect to both the longitudinal direction and with respect to the transverse direction.

In the embodiment illustrated in the appended figures, the connecting duct <NUM> is oriented parallel to the shaft <NUM> (thus to the axis <NUM> of rotation); according to a different embodiment not illustrated, the connecting duct <NUM> is not oriented parallel to the shaft <NUM> thus to the axis <NUM> of rotation).

As illustrated in <FIG>, the turbine unit <NUM> comprises twin (identical) turbines <NUM> that drive the same electric generator <NUM> together. In particular, the two turbines <NUM> are arranged side by side and have two respective axes <NUM> of rotation parallel to each other and spaced apart. The turbine unit <NUM> comprises a transmission device <NUM> that connects both turbines <NUM> to the same electric generator <NUM>. The transmission device <NUM> comprises two toothed 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 connecting element (a toothed belt, a chain, a cascade of gears) that links the two toothed wheels together in such a way as to make both toothed wheels rotate together and at the same speed. According to one possible embodiment, a toothed wheel of the two toothed wheels of the transmission device <NUM> is directly coupled to a shaft of the electric generator <NUM> such that the electric generator <NUM> rotates at the same rotational speed as the two turbines <NUM>; alternatively, a toothed wheel of the two toothed wheels of the transmission device <NUM> is connected to the shaft of the electric generator <NUM> by the interposition of a speed reducer (typically a gear speed reducer) such that the electric generator <NUM> rotates at a rotational speed lower than the rotational speed of the two turbines <NUM>.

According to a preferred embodiment illustrated in the appended figures, the electric generator <NUM> is coaxial to a turbine <NUM>; that is, one turbine <NUM> and the electric generator <NUM> rotate about the same first axis <NUM> of rotation while the other turbine <NUM> rotates about a second axis <NUM> of rotation parallel to, and spaced from, the first axis <NUM> of rotation.

The two turbines <NUM> are identical and are of the centrifugal type. In particular, each turbine <NUM> comprises a radial inlet <NUM> connected to one 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 (flowing 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 next to an engine block (consisting of the crankcase <NUM> and cylinder head <NUM>) of the internal combustion engine <NUM> (on the exhaust valve side <NUM>). The outlet opening <NUM> of the silencer <NUM> is obtained through a sidewall 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 opening <NUM> of the silencer <NUM> is arranged asymmetrically at only one side of the car <NUM> and is located between a rear wheel <NUM> and a door <NUM>. According to a preferred embodiment, the outlet opening <NUM> of the silencer <NUM> is arranged on the side where the driver's station <NUM> is located, so that the driver sitting in the driver's station <NUM> is close to the outlet opening <NUM> of the silencer <NUM> and is therefore in the best position to optimally hear the noise diffused through the outlet opening <NUM> of the silencer <NUM>.

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

In the embodiment illustrated in the appended figures, the silencer <NUM> comprises a single outlet opening <NUM>; according to other embodiments not illustrated, the silencer <NUM> comprises several outlet openings <NUM> which may be more or less side-by-side (it is also possible that one outlet opening <NUM> of the silencer <NUM> is obtained through a sidewall of the body <NUM> while the other outlet opening <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 one side of the car <NUM> alongside an engine block (consisting of the crankcase <NUM> and cylinder 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 unit <NUM> is arranged alongside an engine block (consisting of the crankcase <NUM> and cylinder head <NUM>) of the internal combustion engine <NUM> (on the exhaust valve side <NUM>). In particular, the turbine unit <NUM> is arranged between the internal combustion engine <NUM> (i.e. between the engine block consisting of the crankcase <NUM> and cylinder head <NUM>) and the silencer <NUM>; in this way, the exhaust ducts <NUM> are particularly short and relatively untwisted.

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

As better illustrated in <FIG>, the compressor unit <NUM> (comprising the two twin compressors <NUM>) is arranged at the rear behind the intercooler <NUM> (i.e. the two compressors <NUM> of the compressor unit <NUM> are arranged at the rear behind the intercooler <NUM>). The intercooler <NUM> is horizontally oriented and is arranged behind (at the rear) the engine block (consisting of the crankcase <NUM> and cylinder head <NUM>) of the internal combustion engine <NUM>; in particular, the intercooler <NUM> is arranged higher up than the engine block of the internal combustion engine <NUM> and is located behind the engine block of the internal combustion engine <NUM>. Instead, the intercooler <NUM> (connected in series to the intercooler <NUM> along the intake duct <NUM>) is arranged on one side of the car <NUM> next to the engine block (consisting of the crankcase <NUM> and cylinder 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>; that is, the intercooler <NUM> and the silencer <NUM> are arranged on opposite sides of the car <NUM> separated from each other by the engine block (consisting of the crankcase <NUM> and the cylinder head <NUM>) of the internal combustion engine <NUM>. In other words, the intercooler <NUM> and silencer <NUM> are arranged on 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> that 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 lubricating oil; that is, the delivery lubrication pump <NUM> draws lubricating oil from an oil reservoir to send lubricating oil into the engine block (comprising the crankcase <NUM> and the cylinder head <NUM>). The lubrication circuit <NUM> comprises two recovery lubrication pumps <NUM> configured to circulate lubricating oil; that is, each recovery pump <NUM> draws oil from the engine block (consisting of the crankcase <NUM> and the cylinder head <NUM>) and in particular from the lowest part of the engine block and then from cylinder head <NUM> to send the lubricating oil into the reservoir (which is arranged higher up than the cylinder head <NUM>).

According to a preferred embodiment, the two recovery lubrication pumps <NUM> are arranged on opposite sides of the cylinder head <NUM>, so that lubrication oil is drawn from opposite areas of the cylinder head <NUM>.

As illustrated in <FIG>, the internal combustion engine <NUM> comprises a cooling circuit <NUM> that circulates a coolant (e.g. a mixture of water and glycol) in the engine block (consisting of the crankcase <NUM> and the cylinder head <NUM>) of the internal combustion engine <NUM>. The cooling circuit <NUM> comprises a cooling pump <NUM> configured to circulate the coolant.

As illustrated in <FIG> and <FIG>, the camshaft <NUM> protrudes axially from the cylinder head <NUM> on both sides: a lubrication pump <NUM> is arranged coaxially to the camshaft <NUM> and is directly connected to the camshaft <NUM> to be rotated by the camshaft <NUM>, and similarly the cooling pump <NUM> is arranged coaxially to the camshaft <NUM> on the opposite side of the lubrication pump <NUM> and is directly connected to the camshaft <NUM> to be rotated by the camshaft <NUM>.

As illustrated in <FIG> and <FIG>, the camshaft <NUM> protrudes axially from the cylinder head <NUM> on both sides: the other lubrication pump <NUM> (other than the lubrication pump <NUM> connected to the camshaft <NUM>) is arranged coaxially to the camshaft <NUM> and is directly connected to the camshaft <NUM> to be rotated by the camshaft <NUM>, and similarly, the lubrication pump <NUM> is arranged coaxially to the camshaft <NUM> on the opposite side of the lubrication pump <NUM> and is directly connected to the camshaft <NUM> to be rotated by the camshaft <NUM>.

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

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

According to other embodiments not shown, the arrangement of the pumps <NUM>, <NUM> and <NUM> could be different, i.e. they 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>. In particular, the gearbox <NUM> is vertically aligned with an upper part of the engine block of the internal combustion engine <NUM>; i.e. the gearbox <NUM> is vertically aligned with the upper part of the crankcase <NUM>.

The <NUM> gearbox is 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 basket <NUM> that is brought into rotation by the drive shaft <NUM> and two clutches <NUM> contained side by side in the basket <NUM> to take motion from the basket <NUM>. Furthermore, the gearbox <NUM> comprises two primary shafts <NUM> which are coaxial with each other, are inserted one inside the other, and are each connected to a corresponding clutch <NUM> to receive motion from the corresponding clutch <NUM>. Each clutch <NUM> comprises driving discs which are integral with the basket <NUM> (thus they always rotate together with the drive shaft <NUM> to which the basket <NUM> is constrained) and driving discs which are interspersed with the driving discs and are integral with the corresponding primary shafts <NUM> (thus they always rotate together with the corresponding primary shafts <NUM>).

The basket <NUM> of the dual clutch <NUM> gearbox <NUM> is arranged on the opposite side of the internal combustion engine <NUM> (i.e., the drive shaft <NUM>) from the two primary shafts <NUM>; furthermore, the dual clutch <NUM> gearbox <NUM> comprises a drive shaft <NUM> which connects the drive shaft <NUM> to the basket <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 at an end wall of the basket <NUM> and is constrained to the end wall of the basket <NUM>. Specifically, a first primary shaft <NUM> is arranged on the outside, the transmission shaft <NUM> is arranged on the 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 outwards, there is the transmission shaft <NUM> (which is in the centre) and successively the two primary shafts <NUM> (which are inserted one inside the other and both surround the transmission shaft <NUM>).

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

The dual clutch <NUM> gearbox <NUM> comprises a single secondary shaft <NUM> connected to the differential <NUM> that transmits motion to the rear drive wheels <NUM>; according to an alternative and equivalent embodiment, the dual clutch gearbox <NUM> comprises two secondary shafts <NUM> both connected to the differential <NUM>. A pair of axle shafts <NUM>, each of which is integral with a rear drive wheel <NUM>, depart from the differential <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 one reverse gear (indicated by the letter R). Each primary shaft <NUM> and secondary shaft <NUM> is mechanically coupled to each other by a plurality of gears, each of which defines a respective gear and comprises a primary toothed wheel <NUM> mounted on the primary shaft <NUM> and a secondary toothed wheel <NUM> mounted on the secondary shaft <NUM>. In order for the gearbox <NUM> to function properly, 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 toothed wheel <NUM> is splined to a respective primary shaft <NUM> to always rotate integrally with the primary shaft <NUM> and permanently meshes with the respective secondary toothed wheel <NUM>; on the other hand, each secondary toothed wheel <NUM> is mounted idle on the secondary shaft <NUM>. Furthermore, the gearbox <NUM> comprises four dual synchronisers <NUM>, each of which is coaxially mounted to the secondary shaft <NUM>, is arranged between two secondary toothed wheels <NUM>, and is adapted to be actuated to alternately engage the two respective secondary toothed wheels <NUM> to the secondary shaft <NUM> (i.e., to alternately make the two respective secondary toothed wheels <NUM> angularly integral with the secondary shaft <NUM>). In other words, each synchroniser <NUM> may be moved in one direction to engage a secondary toothed wheel <NUM> to the secondary shaft <NUM>, or it may be moved in the other direction to engage the other secondary toothed wheel <NUM> to the secondary shaft <NUM>.

According to what is illustrated in <FIG> and <FIG>, the car <NUM> comprises a containment body <NUM> which contains within it (also) the dual clutch gearbox <NUM> and has a shape tapered towards the rear so that the height of the containment body <NUM> progressively decreases from the front to the rear. That is, a front wall of the containment body <NUM> has a greater extension in height than a rear wall of the containment body <NUM>. In particular, the containment body <NUM> has a back wall <NUM> at the bottom which is inclined with respect to the horizontal due to the tapered shape of the containment body <NUM>.

The differential <NUM> (which receives motion from the secondary shaft <NUM> of the gearbox <NUM> and transmits motion to the two rear drive wheels <NUM> via the two respective axle shafts <NUM>) is arranged inside the containment body <NUM> at the front and below the gearbox <NUM>. The two axle shafts <NUM> emerge laterally from the containment body <NUM>.

From the foregoing, we can summarise 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> (i.e., the primary shafts <NUM> and the transmission shaft <NUM> of the gearbox <NUM> are coaxial with 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> (i.e., above the containment body <NUM> in which the gearbox <NUM> is located).

As illustrated in <FIG>, <FIG> and <FIG>, the car <NUM> comprises a rear aerodynamic extractor <NUM> which faces the road surface <NUM>, starts at a rear wall of the engine block (comprising the crankcase <NUM> and the cylinder head <NUM>) of the internal combustion engine <NUM> and is arranged below the gearbox <NUM> (i.e. below the containment body <NUM> in which the gearbox <NUM> is located).

According to a preferred embodiment, the bottom wall <NUM> of the containment body <NUM> (within which the gearbox <NUM> is located) has the same inclination as the rear aerodynamic extractor <NUM>; that is, the bottom wall <NUM> of the containment body <NUM> reproduces the shape of the rear aerodynamic extractor <NUM> by presenting the same inclination. In this way, the rear aerodynamic extractor <NUM> exploits all the available space below the gearbox <NUM> (i.e. below the containment body <NUM> in which the gearbox <NUM> is located).

As illustrated in <FIG>, the car <NUM> comprises a chassis <NUM> (partially illustrated in <FIG>). The rear part of the chassis <NUM> comprises side bars <NUM> that are arranged at the spherical tanks <NUM> to protect the spherical tanks <NUM> from side impacts; the side bars <NUM> make tetrahedrons to present greater impact resistance.

As illustrated in <FIG>, there is an engine compartment <NUM> inside the chassis <NUM> 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 at the engine compartment <NUM> and a removable panel <NUM> which is removably fixed and closes the opening <NUM>. The opening <NUM> has a dimension similar to the dimension of the engine compartment <NUM>; that is, the dimension of the opening <NUM> is approximately (as far as possible) equal to the dimension of the engine compartment <NUM> so that through the opening <NUM> there can be 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 a transparent window <NUM> (e.g. glass) in the centre. The function of the transparent window <NUM> is essentially technical in that it allows the internal combustion engine <NUM> to be visually inspected without having to remove the removable panel <NUM>.

In accordance with a preferred embodiment, the body <NUM> has no opening bonnet (arranged above the engine compartment <NUM>) allowing access to the engine compartment <NUM>; that is, access to the engine compartment <NUM> is only from below through the opening <NUM> as the upper part of the engine compartment <NUM> is permanently closed by fixed, non-removable panels of the body <NUM>.

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

The rear aerodynamic extractor <NUM> faces the road surface <NUM>, is arranged to the rear of the removable panel <NUM> and borders onto the removable panel <NUM>. That is, the rear aerodynamic extractor <NUM> starts where the removable panel <NUM> ends. The aerodynamic extractor <NUM> is also detachable to allow easier access to the containment body <NUM> of the gearbox housing <NUM>.

In the embodiment illustrated in <FIG>, the turbine unit <NUM> is provided which generates electrical energy by means of the electric generator <NUM> and the compressor unit <NUM> drives the two compressors <NUM> by means of the electric motor <NUM>, which utilises (at least in part) the electrical energy generated by the electric generator <NUM> of the turbine unit <NUM>.

In the embodiment illustrated in <FIG>, there is no turbine unit <NUM> and the compressor unit <NUM> is devoid of the electric motor <NUM> since the two compressors <NUM> are driven by the gearbox <NUM> by taking motion from the basket <NUM> of the clutches <NUM> of the gearbox <NUM> (as will be further explained below). In other words, the two compressors <NUM> are driven by the transmission shaft <NUM> of the gearbox <NUM> (which directly rotates the basket <NUM> of the clutches <NUM> and is directly connected to the drive shaft <NUM>). This embodiment is energetically somewhat less efficient (not recovering some of the energy from the exhaust gases through the turbine unit <NUM>) but is lighter, more compact and simpler by eliminating the electrical part altogether (in fact, neither the electric generator <NUM> of the turbine unit <NUM> nor the electric motor <NUM> of the compressor unit <NUM> are present).

As illustrated in <FIG>, there is an actuation system <NUM> which connects the basket <NUM> of the gearbox <NUM> to the compressor unit <NUM> (i.e. to the two compressors <NUM> of the compressor unit <NUM>) so as to take motion from the basket <NUM> of the gearbox <NUM> to bring the two compressors <NUM> of the compressor unit <NUM> into rotation. By way of example, the actuation system <NUM> increases the rotation speed in such a way that the two compressors <NUM> of the compressor unit <NUM> always rotate faster than the basket <NUM> of the gearbox <NUM>; for example, the two compressors <NUM> of the compressor unit <NUM> could rotate <NUM>-<NUM> times faster than the basket <NUM> of the gearbox <NUM>.

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

According to a possible embodiment schematically illustrated in <FIG>, the actuation system <NUM> comprises a variator device <NUM> which is interposed between the basket <NUM> of the gearbox <NUM> and the compressors <NUM> and has a variable gear ratio. Preferably, the variator device <NUM> has a centrifugal activation so as to autonomously change the gear ratio according to the rotation speed of the basket <NUM> of the gearbox <NUM>; in particular, the variator device <NUM> is configured to decrease the gear ratio as the rotation speed of the basket <NUM> of the gearbox <NUM> increases. That is, when the rotational speed of the basket <NUM> of gearbox <NUM> is slower, the gear ratio is larger and therefore (for the same rotational speed of the basket <NUM>) the compressors <NUM> run faster, whereas when the rotational speed of the basket <NUM> of gearbox <NUM> is higher, the gear ratio is smaller and therefore (for the same rotational speed of the basket <NUM>) the compressors <NUM> run slower; in this way, the compressors <NUM> are able to generate effective compression even when the gearbox basket <NUM> is rotating slowly without "going out of rotation" when the gearbox basket <NUM> is rotating fast.

According to a preferred embodiment, the variator device <NUM> has only two different gear ratios; by way of example, the two gear 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 that realises a lower gear ratio from the direct drive: the centrifugal clutch is actuated by the centrifugal force that compresses the clutch discs by engaging the direct drive when the rotation speed of the basket <NUM> of gearbox <NUM> exceeds a threshold value (thus resulting in a reduction of the gear ratio when the rotation speed of the basket <NUM> of gearbox <NUM> exceeds the threshold value). According to a preferred embodiment, a gear ratio of the variator device <NUM> could correspond to a direct drive (i.e. a <NUM>:<NUM> gear ratio) while the other gear ratio could be comprised between <NUM>:<NUM> and <NUM>:<NUM>.

According to a preferred embodiment, the variator device <NUM> is connected to the basket <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 each other and spaced apart so as to rotate about two axes <NUM> of rotation which are parallel to each other and spaced apart and are parallel to an axis <NUM> of rotation of the basket <NUM> of the gearbox <NUM> (which is coaxial to the primary shafts <NUM>, the transmission shaft <NUM>, and the drive shaft <NUM>). In particular, the axis <NUM> of rotation of the basket <NUM> of the gearbox <NUM> is arranged between the axes <NUM> of rotation of the two compressors <NUM>; that is, the two compressors <NUM> are arranged on opposite sides of the axis <NUM> of rotation of the basket <NUM> of the gearbox <NUM>.

According to a preferred embodiment illustrated in <FIG>, the actuation system <NUM> comprises an intermediate shaft <NUM> that receives motion from the basket <NUM> of the gearbox <NUM> and rotates about an axis <NUM> of rotation that is parallel to and spaced apart from the axis <NUM> of rotation of the basket <NUM> of the gearbox <NUM>. Specifically, between the basket <NUM> of the gearbox <NUM> and the intermediate shaft <NUM> is the variator device <NUM>. The actuation system <NUM> comprises a central toothed wheel <NUM> which receives motion from the intermediate shaft <NUM> (i.e. is constrained to the intermediate shaft <NUM>) and two lateral toothed wheels <NUM> which are arranged on either side of the central toothed wheel <NUM>, engage with the central toothed wheel <NUM> and each transmit motion to a corresponding compressor <NUM> (i.e. each lateral toothed wheel <NUM> is constrained to a shaft of a corresponding compressor <NUM>). A transmission <NUM> is interposed between each lateral toothed wheel <NUM> and the corresponding compressor <NUM>, which increases the rotation speed so that the compressor <NUM> can rotate faster than the lateral toothed wheel <NUM>.

Overall, the compressors <NUM> rotate much faster than the drive shaft <NUM> (i.e. the basket <NUM> of the gearbox <NUM>) : the compressors <NUM> rotate around ten times faster than the drive shaft <NUM> (i.e. the compressors <NUM> can reach <NUM>,<NUM> rpm while the drive shaft <NUM> can reach <NUM>,<NUM> rpm).

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 described above, there is a connecting duct <NUM> (not shown in <FIG>) which is connected to both outlets <NUM> of the two compressors <NUM> to receive and join the compressed air from both compressors <NUM>.

In the embodiment illustrated in <FIG>, there are two exhaust ducts <NUM> which originate from the cylinders <NUM> and terminate in the silencer <NUM> and are completely separate and independent from the cylinders <NUM> to the silencer <NUM>. In contrast, in the embodiment illustrated in <FIG>, there is an exhaust duct <NUM>, into which both exhaust ducts <NUM> flow and terminates in the silencer <NUM>; that is, the exhaust ducts <NUM> flow together upstream of the silencer <NUM>, flowing together into the exhaust duct <NUM>, which terminates in the silencer <NUM>. In other words, the exhaust system <NUM> comprises a single exhaust duct <NUM> that receives exhaust gases from both exhaust ducts <NUM>; i.e. the two exhaust ducts <NUM> merge to converge towards the single exhaust duct <NUM>. The exhaust duct <NUM> starts at the junction of the two exhaust ducts <NUM> and ends in the silencer <NUM>.

In the embodiment illustrated in the appended 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 appended figures, the turbine unit <NUM> (when present) comprises two twin turbines <NUM>; in a different embodiment not illustrated, the turbine unit <NUM> (when present) comprises a single turbine <NUM>.

The embodiments described herein can be combined with one another without departing from the scope of protection of the present invention.

The car <NUM> as described above has many advantages.

Firstly, the car <NUM> described above combines a large hydrogen storage capacity (thus being able to offer a satisfactory range) with very high dynamic performance thanks to optimal wheelbase, overall weight, and weight distribution. These results are achieved thanks to the special conformation and arrangement of the internal combustion engine <NUM> and the transmission system <NUM>, which allow a large amount of free space to accommodate the hydrogen tanks <NUM> and <NUM> without penalising the dynamic performance of the car <NUM>.

The car <NUM> as described above allows the construction of an extremely large rear aerodynamic chute (extractor), thus enabling the generation of a very high aerodynamic load without any penalisation of aerodynamic drag.

In the car <NUM> described above, it is possible to hear inside the passenger compartment <NUM> (particularly in the driver's station <NUM> where the driver sits) an exhaust noise with a sufficiently high intensity and a very good sound quality; this result is obtained thanks to the fact that the outlet opening is very close to the passenger compartment <NUM> and on the side of the driver's station <NUM>, as this solution allows both to "concentrate" the sound intensity near the passenger compartment <NUM> and to have a very natural exhaust noise (i.e. not created or in any case artificially modified). That is to say, the exhaust noise is not artificially "aimed" towards the passenger compartment <NUM> through non-natural transmission channels, but, on the contrary, the exhaust noise only reaches the passenger compartment <NUM> by passing through the exhaust system, i.e. by following the natural exit route of the exhaust noise.

In the car <NUM> described above, thanks in part to the special design of the dual clutch gearbox <NUM> in which the basket <NUM> is arranged on the opposite side of the internal combustion engine, it is possible to achieve a particularly favourable (i.e. compact while being very functional) positioning of all the powertrain elements in order to minimize the length of the wheelbase (i.e. the distance between the front and rear axles).

In the car <NUM> described above, thanks in part to the particular conformation of the compressor unit <NUM> in which the twin compressors <NUM> are arranged coaxially on opposite sides of the electric motor <NUM>, it is possible to obtain a particularly favourable arrangement of all the elements of the powertrain system (i.e. compact while being very functional); at the same time, the presence of twin compressors <NUM> allows particularly high air flow rates to be compressed.

In the car <NUM> described above, also thanks to the particular conformation of the turbine unit <NUM> in which the two twin turbines <NUM> are arranged side by side to drive a common electric generator <NUM>, it is possible to obtain a particularly favourable arrangement of all the elements of the powertrain system (i.e. compact while being very functional); at the same time the presence of two twin turbines <NUM> allows a high amount 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 drop without having to resort to electric actuation of the compressor unit <NUM>; this result is obtained by taking the motion necessary to bring the two compressors <NUM> of the compressor unit <NUM> into rotation directly from the basket <NUM> of the dual-clutch gearbox <NUM>, which is in a very favourable position for positioning the compressor unit <NUM>.

In the car <NUM> described above, the particular design and positioning of the two intercoolers <NUM> and <NUM> make it possible to maximize the effectiveness and efficiency of the cooling of the compressed air without requiring too severe constraints on the location of all the other components of the internal combustion engine <NUM>.

In the car <NUM> as described above, the aerodynamic extractor <NUM> is very large (thus allowing high downforce to be generated with a modest increase in drag) even though the internal combustion engine <NUM> is located in a central/rear position (thus having an optimal distribution of masses between the front and rear axle) and, at the same time, the wheelbase is relatively short (i.e. the car <NUM> exhibits extremely high-performance dynamic behaviour). This is achieved by placing the internal combustion engine <NUM> with the drive shaft <NUM> higher up. This also allows the gearbox <NUM> to be placed higher up, thus freeing up space in the lower part of the rear of the car to accommodate the very large aerodynamic extractor <NUM>.

In the car <NUM> described above, accessibility to all areas of the internal combustion engine <NUM> is excellent and complete; this is achieved thanks to the accessibility from below which, once the car <NUM> has been lifted, always allows a worker to stand exactly below the component to be worked on. That is, accessibility from below to the internal combustion engine <NUM> makes maintenance easy and simple, since workers are not restricted by the shape of car <NUM>, but can easily move around all areas of the internal combustion engine <NUM> as the car <NUM> is raised.

In the car <NUM> described above, the fact that the removable panel is at least partially transparent constitutes not only an undoubted technical advantage as explained above, but also an aesthetic innovation and makes the removable panel also an aesthetic element; it is important to note that thanks to the large aerodynamic extractor <NUM> it is relatively easy to see through the transparent part of the removable panel at least part of the internal combustion engine <NUM> without having to bend down excessively.

In the car <NUM> described above, the body <NUM> is particularly rigid and strong due to the complete absence of an opening for access to the engine compartment <NUM> (and normally closed by a bonnet). Thus, for the same rigidity, the overall mass of the body <NUM> can be reduced. In addition, the absence of an opening for access to the engine compartment <NUM> also makes the body <NUM> completely continuous (i.e. without interruptions), thus reducing the aerodynamic penetration coefficient. The possibility of eliminating through the body <NUM> an opening for access to the engine compartment <NUM> is due to the fact that the internal combustion engine <NUM> does not require any maintenance in the upper part (consisting 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 located 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>) which is arranged between the two front wheels (<NUM>) and the two rear drive wheels (<NUM>);
at least one first tank (<NUM>) configured to contain hydrogen; and
an internal combustion engine (<NUM>), which is powered by hydrogen, is provided with a plurality of cylinders (<NUM>), inside which respective pistons (<NUM>) slide, and with a drive shaft (<NUM>) connected to the pistons (<NUM>), and is longitudinally arranged behind the passenger compartment (<NUM>); and
a transmission system (<NUM>), which connects the drive shaft (<NUM>) of the internal combustion engine (<NUM>) to the rear drive wheels (<NUM>);
the car (<NUM>) is characterized in that it comprises at least two first tanks (<NUM>), which are arranged beside an engine block of the internal combustion engine (<NUM>) on the two opposite sides of the engine block.