Patent Description:
This invention relates to a car provided with a supercharged internal combustion engine.

For many years, it has been known to use supercharging (i.e., the forced introduction of air in the cylinders at a pressure above atmospheric pressure) in internal combustion engines to increase the volumetric yield of the cylinders and, thus, ensure the internal combustion engines greater power and torque with the same capacity. In other words, along the intake duct a compressor is arranged that compresses the intake air to increase the pressure (and, thus, the capacity) of the intake air and is driven by a turbine that is rotated by exhaust gases (in the case of a turbocompressor), by the drive shaft, or (in more recent applications) by an electric motor.

The compression of the intake air operated by the compressor inevitably increases the temperature of the air itself; as a result, to increase the volumetric yield of the internal combustion engine and to eliminate pre-combustion caused by an excessive temperature of the air, a heat exchanger (called an "intercooler") is installed in series with the compressor (i.e., downstream of the compressor) having the function of cooling the air directed towards the cylinders. In other words, the intercooler is an air-to-air or air-to-water heat exchanger that cools the air coming out of the compressor before the air enters the cylinders.

The positioning of the intercooler in the engine compartment may be problematic both because the intercooler has large dimensions and because the intercooler must be connected to a radiator (in the case of an air-to-water intercooler) or to an air duct (in the case of an air-to-air intercooler). Thus, often the placement of the intercooler is a compromise between the space actually available and the operational needs that inevitably penalises the efficacy and efficiency of the intercooler.

The patent application <CIT> describes an internal combustion engine provided with four compressors that, two by two, feed air to the inlets of two twin intercoolers; the outlets of the two twin intercoolers converge towards a single diverter valve that has several inlets and a single outlet connected to an intake manifold common to all the cylinders of the internal combustion engine.

The patent <CIT> describes an internal combustion engine provided with an intake system comprising two turbocompressors connected in series, one after the other, and two intercoolers connected in series, one after the other. Document <CIT> describes a car having the combustion engine located in the rear and the transmission located behind the engine.

The purpose of this invention is to provide a car provided with a supercharged internal combustion engine that is free of the drawbacks described above and, in particular, makes it possible to maximise the efficacy and efficiency of the intercooler without requiring too onerous constraints on the placement of all the other components of the internal combustion engine.

According to this invention a car is provided that has a supercharged internal combustion engine, in accordance with what is claimed in the attached claims.

This invention will now be described with reference to the attached drawings that illustrate some non-limiting embodiments thereof, in which:.

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

Two directions are identified in the car <NUM>: the longitudinal direction that is horizontal and parallel to the direction of the car <NUM> and the transverse direction that is horizontal and perpendicular to the direction of the car <NUM> (i.e., perpendicular to the longitudinal direction).

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

The electric machine <NUM> is, preferably, reversible (i.e., it can function both as an electric motor absorbing electricity and generating mechanical torque and as an electric generator absorbing mechanical energy and generating electricity); according to other embodiments not illustrated, the electric machine <NUM> is not included.

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

According to what is illustrated in <FIG> and <FIG>, the car <NUM> comprises a body <NUM> that delimits (among other things) the passenger compartment <NUM> and has two sides wherein at least two doors <NUM> are formed. The left door <NUM> allows direct access to the driving position <NUM>.

According to what is illustrated in <FIG>, the car <NUM> comprises a bottom <NUM> that constitutes the lower 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 another gaseous fuel). According to a different embodiment, the internal combustion engine <NUM> is powered by petrol (or another liquid fuel).

According to what is illustrated in <FIG>, the internal combustion engine <NUM> is powered by hydrogen that is stored under high pressure (for example, with a maximum pressure of approx. <NUM> bar) in four different tanks <NUM> and <NUM>: the two tanks <NUM> have a spherical form and have the same dimensions, while the two tanks <NUM> have a cylindrical shape and have different dimensions (i.e., one tank <NUM> is larger than the other tank <NUM>).

The two tanks <NUM> (spherical in shape) are arranged beside an engine block of the internal combustion engine <NUM> on two opposite sides of the internal combustion engine <NUM> itself; 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 level, are arranged at the same longitudinal level, 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 spaced apart from each other transversely.

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

According to what is illustrated in <FIG>, the internal combustion engine <NUM> comprises a base <NUM> inside of which multiple cylinders <NUM> are formed (only one of which is illustrated in <FIG>). Preferably (but not necessarily), the cylinders <NUM> are arranged in line since this solution makes it possible to reduce the transverse dimensions of the internal combustion engine <NUM> and, thus, among other things, makes it possible to leave more space to the tanks <NUM>. In the embodiment illustrated in the attached figures, six cylinders <NUM> are provided in line, but, obviously, the number and arrangement of the cylinders <NUM> could be different.

Each cylinder <NUM> has a corresponding combustion chamber and a respective piston <NUM> mechanically connected to a drive shaft <NUM> (via a corresponding connecting rod) to transmit the force generated by the combustion to the drive shaft <NUM>. A cylinder head <NUM> is coupled (connected) to the base <NUM>; the cylinder head constitutes the crown of the cylinders <NUM> (i.e., the closure above 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"-shaped arrangement of the cylinders <NUM>, there are two twin cylinder heads <NUM> for the two banks of cylinders <NUM>.

The group of the base <NUM> and the cylinder head <NUM> constitutes 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, i.e., the drive shaft <NUM> is arranged (oriented) longitudinally since this solution makes it possible to reduce the transverse dimensions 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 attached figures, the internal combustion engine <NUM> is arranged in the central or rear position, i.e., the internal combustion engine <NUM> is 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 attached figures) or is located beyond the rear wheels <NUM> (rear arrangement not illustrated).

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

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

According to what is 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 "upside down" compared to the conventional arrangement that has the cylinders <NUM> high up and the drive shaft <NUM> down low. As a result, the cylinder head <NUM> that constitutes the crown of the cylinders <NUM> is arranged below the base <NUM> and represents the lowest part of the internal combustion engine <NUM>.

The internal combustion engine <NUM> comprises an intake system <NUM> that withdraws air from the external environment to convey the air into the cylinders <NUM> (the inlet of the air into the cylinders <NUM> is adjusted by the 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 inlet of the air into the intake manifold <NUM> is adjusted by a throttle valve <NUM>.

The internal combustion engine <NUM> comprises an exhaust system <NUM> that ejects the exhaust gases coming from the cylinders <NUM> into the external environment. Among other things, the intake system <NUM> comprises (at least) one treatment device <NUM> for exhaust gases (typically a catalyser).

According to what is illustrated in <FIG>, the intake system <NUM> comprises two twin, separate intake ducts <NUM> that 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 derives from respective air intakes <NUM> formed through the body <NUM>. Along each intake duct <NUM> and near the respective air intake <NUM> an air filter <NUM> is arranged. Each intake duct <NUM> ends in a compressor assembly <NUM> that increases the pressure of the air to increase the volumetric yield of the cylinders <NUM>. A single intake duct <NUM> originates from the compressor assembly <NUM> and ends in the intake manifold <NUM> after having crossed two intercoolers <NUM> and <NUM> arranged in series. In other words, an initial section of the intake duct <NUM> connects the compressor assembly <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 an air-to-air one and the intercooler <NUM> is also an air-to-air one. According to a preferred embodiment, the intercooler <NUM> has a greater volume than a volume of the intercooler <NUM>; to this end, it is important to observe that the intercooler <NUM> is disadvantaged compared to the intercooler <NUM>, since it is arranged further from the corresponding air intake and compensates for this drawback both with greater volume and by having to cool the air having a higher inlet temperature (since the intercooler <NUM> receives the air directly from the compressor assembly <NUM> while the intercooler <NUM>, being arranged in series with the intercooler <NUM>, receives the air already partially cooled by the intercooler <NUM>).

According to what is illustrated in <FIG>, the exhaust system <NUM> comprises two twin, separate exhaust pipes <NUM> that receive exhaust gases from respective cylinders <NUM> to which they are connected individually; in particular, each exhaust pipe <NUM> is connected to three cylinders <NUM> via respective channels that originates from the three cylinders <NUM> and end in an exhaust pipe <NUM> inlet (from another point of view, each exhaust pipe <NUM> is initially divided into three parts to connect with the respective three cylinders <NUM>). Along each exhaust pipe <NUM>, a corresponding treatment device <NUM> for treating exhaust gases (typically a catalyser) is arranged; thus, overall, the exhaust system <NUM> comprises two twin, separate treatment devices <NUM> for exhaust gases.

Along the exhaust pipes <NUM>, a turbine assembly <NUM> provided with two twin turbines <NUM> (better illustrated in <FIG>) is arranged, each of which is coupled to a corresponding exhaust pipe <NUM>. In other words, each exhaust pipe <NUM> crosses a respective turbine <NUM> and the two turbines <NUM> are arranged side by side to constitute the turbine assembly <NUM>. In other words, a turbine <NUM> that is connected along each exhaust pipe <NUM> and is arranged beside the engine block (consisting of the base <NUM> and the cylinder head <NUM>) of the internal combustion engine <NUM> is provided.

The two exhaust pipes <NUM> end in a single, shared muffler <NUM> that receives the exhaust gases from both exhaust pipes <NUM>. According to other embodiments not illustrated, two twin, separate mufflers <NUM> are provided, each of which receives the exhaust gases only from one respective exhaust pipe <NUM>.

In the preferred embodiment illustrated in the attached figures, the muffler <NUM> has an individual end pipe <NUM> for the exhaust gases that leads to an outlet opening <NUM>; according to other embodiments not illustrated, the muffler <NUM> has two or more end pipes <NUM>, each of which leads into a corresponding outlet opening <NUM>.

According to what is illustrated in <FIG>, the compressor assembly <NUM> (intended to be used in the supercharged internal combustion engine <NUM>) comprises a single shaft <NUM> mounted so that it can rotate around a rotation axis <NUM>. In the embodiment illustrated in the attached figures, the shaft <NUM> (thus, the rotation axis <NUM>) is oriented transversely; according to a different embodiment not illustrated, the shaft <NUM> (thus, the rotation axis <NUM>) is oriented longitudinally or is inclined (not parallel) both in relation to the longitudinal direction and to the transverse direction.

The compressor assembly <NUM> comprises two twin compressors <NUM> (identical), each of which is integral with the shaft <NUM> to rotate together with the shaft <NUM> and is configured to compress air to be sucked in by the supercharged internal combustion engine <NUM>; in particular, each compressor <NUM> receives air from a corresponding intake duct <NUM> (i.e., each intake duct <NUM> ends in a corresponding compressor <NUM>).

The compressor assembly <NUM> comprises a single, common electric motor <NUM> that is integral with the shaft <NUM> to rotate the shaft <NUM> (and, thus, to rotate 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 spaced apart by the two compressors <NUM>; according to a different embodiment not illustrated, the electric motor <NUM> is arranged on one side in relation to both the compressors <NUM> (i.e., it is closer to one compressor <NUM> and further from the other compressor <NUM>).

As mentioned earlier, the two compressors <NUM> are identical and are centrifugal ones. In particular, each compressor <NUM> comprises an axial inlet <NUM> arranged on the opposite side of the shaft <NUM> and connected to a corresponding intake duct <NUM> and a radial outlet <NUM>. According to a preferred embodiment, the compressor assembly <NUM> comprises a joining duct <NUM> (illustrated in <FIG>) that is connected to both outlets <NUM> of the two compressors <NUM> to receive and join the air compressed by both the compressors <NUM>; the joining duct <NUM> ends in the intake duct <NUM>, i.e., the intake duct <NUM> starts from the joining duct <NUM> to receive and join the air compressed by both compressors <NUM>.

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

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

According to what is illustrated in <FIG>, the turbine assembly <NUM> comprises two twin (identical) turbines <NUM> that together drive the same electric generator <NUM>. In particular, the two turbines <NUM> are arranged side by side and have two corresponding rotation axes <NUM> that are parallel and spaced apart. 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 gears, each of which is integral with the shaft of a corresponding turbine <NUM> to receive the rotary motion from the turbine <NUM> itself, and a connection element (a toothed belt, a chain, a cascade gear set) that connects the two gears so as to make both the gears rotate together and at the same rotation speed. According to one possible embodiment, one gear of the two gears of the transmission device <NUM> is directly fastened 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, a gear of the two gears of the transmission device <NUM> is connected to the shaft of the electric generator <NUM> via the interposition of a speed reducer (typically with gears) so that the electric generator <NUM> rotates at a lower rotation speed 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>; i.e., 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 apart from, the first rotation axis <NUM>.

The two turbines <NUM> are identical and are centrifugal ones. In particular, each turbine <NUM> comprises a radial inlet <NUM> connected to one side of the corresponding exhaust pipe <NUM> and an axial outlet <NUM> arranged on the opposite side of the transmission device <NUM> and connected to another side (which leads into the muffler <NUM>) of the corresponding exhaust pipe <NUM>.

According to a preferred embodiment better illustrated in <FIG> and <FIG>, the muffler <NUM> is arranged beside an engine block (consisting of the base <NUM> and cylinder head <NUM>) of the internal combustion engine <NUM> (on the side of the exhaust valves <NUM>). The outlet opening <NUM> of the muffler <NUM> is formed through one side of the car <NUM> (as shown 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 muffler <NUM> is arranged asymmetrically on just 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 muffler <NUM> is arranged on the side where the driver's position <NUM> is located; in this way, the driver's position <NUM> is close to the outlet opening <NUM> of the muffler <NUM> and, thus, in the best position for optimally noticing the noise spread through the outlet opening <NUM> of the muffler <NUM>.

In the embodiment illustrated in <FIG>, the outlet opening <NUM> of the muffler <NUM> is formed through a side of the body <NUM>, while in the alternative embodiment illustrated in <FIG>, the outlet opening <NUM> of the muffler <NUM> is formed through the bottom <NUM>.

In the embodiment illustrated in the attached figures, the muffler <NUM> comprises a single outlet opening <NUM>; according to other embodiments not illustrated, the muffler <NUM> comprises several outlet openings <NUM> that may be more or less aligned (potentially, it is also possible that an outlet opening <NUM> of the muffler <NUM> is formed through a side of the body <NUM> while the other outlet opening <NUM> of the muffler <NUM> is formed through the bottom <NUM>).

According to a preferred embodiment better illustrated in <FIG> and <FIG>, the muffler <NUM> is arranged on one side of the car <NUM> beside an engine block (consisting of the base <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 assembly <NUM> is arranged beside an engine block (consisting of the base <NUM> and cylinder 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> (i.e., between the engine block consisting of the base <NUM> and the cylinder head <NUM>) and the muffler <NUM>; in this way, the exhaust pipes <NUM> are particularly short and relatively straight.

In the embodiment illustrated in <FIG>, the compressor assembly <NUM> (comprising the two twin compressors <NUM>) is connected between the two intake ducts <NUM> and <NUM>, is arranged behind the engine block (consisting of the base <NUM> and the cylinder 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>.

According to what is better illustrated in <FIG>, the compressor assembly <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 assembly <NUM> are arranged at the rear behind the intercooler <NUM>). The intercooler <NUM> is oriented horizontally and is arranged behind (to the rear of) the engine block (consisting of the base <NUM> and the cylinder 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 located behind the engine block of the internal combustion engine <NUM>. In other words, the intercooler <NUM> has a parallelepiped shape having the two bigger walls (the two larger walls, or the two more extended walls) oriented horizontally, is arranged above the transmission <NUM> and, thus, is arranged longitudinally further behind the engine block of the internal combustion engine <NUM>, and is arranged higher than the engine block of the internal combustion engine <NUM>.

In contrast, the intercooler <NUM> (connected in series with the intercooler <NUM> along the intake duct <NUM>) is arranged on one side of the car <NUM> beside the engine block (consisting of the base <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 muffler <NUM>; i.e., the intercooler <NUM> and the muffler <NUM> are arranged on opposite sides of the car <NUM> separated from each other by the engine block (consisting of the base <NUM> and the cylinder head <NUM>) of the internal combustion engine <NUM>. In other words, the intercooler <NUM> and the muffler <NUM> are arranged on the opposite sides of the engine block of the internal combustion engine <NUM>.

According to what is illustrated in <FIG>, the internal combustion engine <NUM> comprises a dry-sump lubricating circuit <NUM> that makes a lubricating oil circulate throughout the moving parts of the internal combustion engine <NUM>. The lubricating circuit <NUM> comprises a lubricating delivery pump <NUM> configured to circulate the lubricating oil; in other words, the lubricating delivery pump <NUM> withdraws the lubricating oil from an oil tank to send the lubricating oil inside the engine block (consisting of the base <NUM> and the cylinder head <NUM>). The lubricating circuit <NUM> comprises two lubricating scavenge pumps <NUM> configured to circulate the lubricating oil; i.e., each scavenge pump <NUM> withdraws the oil from the engine block (consisting of the base <NUM> and the cylinder head <NUM>) and, in particular, from the lowest part of the engine block and, thus, from the cylinder head <NUM> to send the lubricating oil into the tank (arranged higher than the cylinder head <NUM>).

According to a preferred embodiment, the two lubricating scavenge pumps <NUM> are arranged on opposite sides of the cylinder head <NUM>, so as to scavenge the lubricating oil in opposite areas of the cylinder head <NUM>.

According to what is illustrated in <FIG>, the internal combustion engine <NUM> comprises a cooling circuit <NUM> that circulates a cooling liquid (for example, a mix of water and glycol) in the engine block (consisting of the base <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 cooling liquid.

According to what is illustrated in <FIG> and <FIG>, the cam shaft <NUM> axially comes out from the cylinder head <NUM> on both sides: a lubricating pump <NUM> is arranged coaxial to the cam shaft <NUM> and is directly connected to the cam shaft <NUM> to be rotated by the cam shaft <NUM> itself and, similarly, the cooling pump <NUM> is arranged coaxial to the cam shaft <NUM> on the opposite side of the lubricating pump <NUM> and is directly connected to the cam shaft <NUM> to be rotated by the cam shaft <NUM> itself.

According to what is illustrated in <FIG> and <FIG>, the cam shaft <NUM> axially comes out from the cylinder head <NUM> on both sides: the other lubricating pump <NUM> (different to the lubricating pump <NUM> connected to the cam shaft <NUM>) is arranged coaxial to the cam shaft <NUM> and is directly connected to the cam shaft <NUM> to be rotated by the cam shaft <NUM> itself and, similarly, the lubricating pump <NUM> is arranged coaxial to the cam shaft <NUM> on the opposite side of the lubricating pump <NUM> and is directly connected to the cam shaft <NUM> to be rotated by the cam shaft <NUM> itself.

In this way, all four pumps <NUM>, <NUM>, and <NUM> are coaxial to the corresponding cam shafts <NUM> and <NUM> and are directly rotated by the corresponding cam shafts <NUM> and <NUM>.

According to other embodiments not illustrated, the number of pumps <NUM>, <NUM>, and <NUM> is different (smaller) since, for example, just one lubricating delivery pump <NUM> could be included; in this case (at least) one cam shaft <NUM> or <NUM> comes axially out of the cylinder head <NUM> on just 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 cam shaft <NUM> or the lubricating pump <NUM> could be connected to the cam shaft <NUM>.

According to what is illustrated in <FIG>, the transmission <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 transmission <NUM> is vertically aligned with an upper part of the engine block of the internal combustion engine <NUM>; i.e., the transmission <NUM> is vertically aligned with the upper part of the base <NUM>.

The transmission <NUM> is a dual-clutch one and is placed between the drive shaft <NUM> of the internal combustion engine <NUM> and the rear drive wheels <NUM>. The transmission <NUM> comprises a basket <NUM> that is rotated by the drive shaft <NUM> and two clutches <NUM> contained one beside the other in the basket <NUM> to take the motion from the basket <NUM>. In addition, the transmission <NUM> comprises two primary shafts <NUM> that 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 conductive discs that are integral with the basket <NUM> (thus always rotate together with the drive shaft <NUM> to which the basket <NUM> is fastened) and conducted discs that are alternated with the conductive discs and are integral with the corresponding primary shafts <NUM> (thus always rotate together with the corresponding primary shafts <NUM>).

The basket <NUM> of the dual-clutch <NUM> transmission <NUM> is arranged on the opposite side to the internal combustion engine <NUM> (i.e., to the drive shaft <NUM>) compared to the two primary shafts <NUM>; in addition, the dual-clutch <NUM> transmission <NUM> comprises a transmission shaft <NUM> that connects the drive shaft <NUM> to the basket <NUM>, is coaxial to the two primary shafts <NUM>, and is inserted in the two primary shafts <NUM>. In other words, the transmission shaft <NUM> ends at one end wall of the basket <NUM> and is fastened to the end wall of the basket <NUM>. In particular, a first primary shaft <NUM> is arranged outside, the transmission shaft <NUM> is arranged inside, and the other (second) primary shaft <NUM> is arranged between the transmission shaft <NUM> and the primary shaft <NUM>. In other words, from inside towards the outside, you find the transmission shaft <NUM> (that is at the centre) and, in succession, the two primary shafts <NUM> (that are inserted one inside the other and both surround 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 transmission <NUM> are coaxial to the drive shaft <NUM> of the internal combustion engine <NUM>; i.e., the internal combustion engine <NUM> is aligned with the transmission <NUM>.

The dual-clutch <NUM> transmission <NUM> comprises a single secondary shaft <NUM> connected to the differential <NUM> that transmits the motion to the rear drive wheels <NUM>; according to an alternative and equivalent embodiment, the dual-clutch transmission <NUM> 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 transmission <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 the secondary shaft <NUM> are mechanically coupled together via multiple gears, each of which defines a respective gear and comprises a primary gear <NUM> mounted on the primary shaft <NUM> and a secondary gear <NUM> mounted on the secondary shaft <NUM>. In order to enable the proper operation of the transmission <NUM>, all odd gears (first gear I, third gear III, fifth gear V, seventh gear VII) are coupled to the same primary shaft <NUM>, while all even gears (second gear II, fourth gear IV, and sixth gear VI) are coupled to the other primary shaft <NUM>.

Each primary gear <NUM> is keyed to a corresponding primary shaft <NUM> so as to always rotate integrally with the primary shaft <NUM> and permanently meshes with the corresponding secondary gear <NUM>; in contrast, each secondary gear <NUM> is idly mounted on the secondary shaft <NUM>. In addition, the transmission <NUM> comprises four double synchronizers <NUM>, each of which is mounted coaxial to the secondary shaft <NUM>, is arranged between two secondary gears <NUM>, and is designed to be actuated to alternatively engage the two respective secondary gears <NUM> with the secondary shaft <NUM> (i.e., to alternatively make the two respective secondary gears <NUM> angularly integral with the secondary shaft <NUM>). In other words, each synchronizer <NUM> may be moved in one direction to engage a secondary gear <NUM> with the secondary shaft <NUM>, or it may be moved in the other direction to engage the other secondary gear <NUM> with the secondary shaft <NUM>.

According to what is illustrated in <FIG> and <FIG>, the car <NUM> comprises a containment body <NUM> that contains, inside, the dual-friction transmission <NUM> too and has a tapered shape towards the rear so that the height of the containment body <NUM> gradually reduces from the front to the rear. In other words, one front wall of the containment body <NUM> is more extended in height than a rear wall of the containment body <NUM>. In particular, the containment body <NUM> has, below, a bottom wall <NUM> that is inclined in relation to the horizontal due to the tapered form of the containment body <NUM>.

The differential <NUM> (that receives the motion from the secondary shaft <NUM> of the transmission <NUM> and transmits the motion to the two rear drive wheels <NUM> via the two corresponding axle shafts <NUM>) is arranged inside the containment body <NUM> in a front position below the transmission <NUM>. The two axle shafts <NUM> come out at the side from the containment body <NUM>.

From the above, we can summarise that the transmission <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 transmission <NUM> are coaxial to the drive shaft <NUM> of the internal combustion engine <NUM>), and is arranged behind the internal combustion engine <NUM>; in addition, the intercooler <NUM> is arranged horizontally above the transmission <NUM> (i.e. above the containment body <NUM> wherein the transmission <NUM> is located).

According to what is illustrated in <FIG>, <FIG>, and <FIG>, the car <NUM> comprises a rear aerodynamic extractor <NUM> that faces the road surface <NUM>, starts at one rear wall of the engine block (consisting of the base <NUM> and the cylinder head <NUM>) of the internal combustion engine <NUM>, and is arranged below the transmission <NUM> (i.e., below the containment body <NUM> wherein the transmission <NUM> is located).

According to a preferred embodiment, the bottom wall <NUM> of the containment body <NUM> (inside of which the transmission <NUM> is located) has the same inclination as the rear aerodynamic extractor <NUM>; i.e., the bottom wall <NUM> of the containment body <NUM> reproduces the shape of the rear aerodynamic extractor <NUM> having the same inclination thereof. In this way, the rear aerodynamic extractor <NUM> exploits the whole space available below the transmission <NUM> (i.e., below the containment body <NUM> wherein the transmission <NUM> is located).

According to what is 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 collisions; the side bars <NUM> form tetrahedrons to have greater resistance to collisions.

According to what is illustrated in <FIG>, inside the chassis <NUM> there is an engine compartment <NUM> wherein the internal combustion engine <NUM> is arranged. According to what is illustrated in <FIG>, the bottom <NUM> of the car <NUM> comprises an opening <NUM> that is arranged in the engine compartment <NUM> and a removable panel <NUM> that is removably fixed and closes the opening <NUM>. The opening <NUM> has a similar dimension to one dimension of the engine compartment <NUM>; i.e., the dimension of the opening <NUM> is approximately (as far as possible) equal to the dimension of the engine compartment <NUM> so that there can be complete access to the engine compartment <NUM> through the opening <NUM>.

According to a preferred embodiment, the removable panel <NUM> is at least partially transparent; in particular, the removable panel <NUM> has a central, transparent window <NUM> (for example made of glass). The function of the transparent window <NUM> is basically technical since it makes it possible to visually inspect the internal combustion engine <NUM> without having to remove the removable panel <NUM>.

According to a preferred embodiment, the body <NUM> does not have a bonnet that can be opened (arranged above the engine compartment <NUM>) that allows access to the engine compartment <NUM>; i.e., access to the engine compartment <NUM> occurs 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 body <NUM>.

According to a preferred embodiment, the removable panel <NUM> is directly fixed to the chassis <NUM> using multiple screws <NUM> (preferably quarter turn screws <NUM>).

The rear aerodynamic extractor <NUM> faces the road surface <NUM>, is arranged at the rear of the removable panel <NUM>, and borders the removable panel <NUM>. In other words, the rear aerodynamic extractor <NUM> starts where the removable panel <NUM> finishes. The aerodynamic extractor <NUM> is also removable to allow simpler access to the containment body <NUM> of the transmission <NUM>.

In the embodiment illustrated in <FIG>, the turbine assembly <NUM> that generates electricity using the electric generator <NUM> is included and the compressor assembly <NUM> drives the two compressors <NUM> using the electric motor <NUM> that uses (at least in part) the electricity generated by the electric generator <NUM> of the turbine assembly <NUM>.

In the embodiment illustrated in <FIG>, the turbine assembly <NUM> is not included and the compressor assembly <NUM> does not have the electric motor <NUM> since the two compressors <NUM> are driven by the transmission <NUM> withdrawing the motion from the basket <NUM> of the clutches <NUM> of the transmission <NUM> (as will be better explained below). In other words, the two compressors <NUM> are driven by the transmission shaft <NUM> of the transmission <NUM> (which directly rotates the clutch <NUM> basket <NUM> and is directly connected to the drive shaft <NUM>). This embodiment is, in terms of power, a little less efficient (not recovering part of the energy of the exhaust gases through the turbine assembly <NUM>) but it is lighter, more compact, and simpler, entirely eliminating the electrical part (in fact, neither the electric generator <NUM> of the turbine assembly <NUM>, nor the electric motor <NUM> of the compressor assembly <NUM> are present).

According to what is illustrated in <FIG>, there is an actuation system <NUM> that connects the basket <NUM> of the transmission <NUM> to the compressor assembly <NUM> (i.e., to the two compressors <NUM> of the compressor assembly <NUM>) so as to take the motion from the basket <NUM> of the transmission <NUM> to be able to rotate the two compressors <NUM> of the compressor assembly <NUM>. By way of example, the actuation system <NUM> increases the rotation speed so that the two compressors <NUM> of the compressor assembly <NUM> always rotate faster than the basket <NUM> of the transmission <NUM>; for example, the two compressors <NUM> of the compressor assembly <NUM> could rotate <NUM>-<NUM> times faster than the basket <NUM> of the transmission <NUM>.

According to what is illustrated in <FIG>, the actuation system <NUM> is connected to an end wall of the basket <NUM> of the transmission <NUM> on the opposite side of the transmission shaft <NUM>; i.e., the basket <NUM> of the transmission <NUM> has an end wall that, on one side, is connected to the transmission shaft <NUM> and, on the other side, is connected to the actuation system <NUM>.

According to one possible embodiment schematically illustrated in <FIG>, the actuation system <NUM> comprises a variator device <NUM> that is interposed between the basket <NUM> of the transmission <NUM> and the compressors <NUM> and has a variable transmission ratio. The variator device <NUM> preferably has a centrifugal activation so as to autonomously change the transmission ratio as a function of the rotation speed of the basket <NUM> of the transmission <NUM>; in particular, the variator device <NUM> is configured to reduce the transmission as the rotation speed of the basket <NUM> of the transmission <NUM> increases. In other words, when the rotation speed of the basket <NUM> of the transmission <NUM> is lower, the transmission ratio is greater and, thus (with the same rotation speed of the basket <NUM>), the compressors <NUM> rotate more strongly, while when the rotation speed of the basket <NUM> of the transmission <NUM> is higher, the transmission ratio is smaller and, thus (with the same rotation speed of the basket <NUM>), the compressors <NUM> rotate more slowly; in this way, the compressors <NUM> manage to generate an effective compression even when the basket <NUM> of the transmission rotates slowly without "over revving" when the basket <NUM> of the transmission quickly rotates.

According to a preferred embodiment, the variator device <NUM> just has two different transmission ratios; by way of example, the two transmission ratios that can be obtained using the variator device <NUM> could differ from each other by <NUM>-<NUM>%.

According to one preferred embodiment, the variator device <NUM> comprises a direct drive engaged by a centrifugal clutch and an epicyclic gearing that creates a lower transmission ratio by the direct drive: the centrifugal clutch is driven by the centrifugal force that compresses the discs of the clutch engaging the direct drive when the rotation speed of the basket <NUM> of the transmission <NUM> exceeds a threshold value (thus, they determine a reduction in the transmission ratio when the rotation speed of the basket <NUM> of the transmission <NUM> exceeds the threshold value). According to a preferred embodiment, a transmission ratio of the variator device <NUM> could correspond to a direct drive (i.e., a <NUM>:<NUM> transmission ratio) while the other transmission ratio could range between <NUM>:<NUM> and <NUM>:<NUM>.

According to a preferred embodiment, the variator device <NUM> is connected to the basket <NUM> of the transmission <NUM> on the opposite side to the primary shafts <NUM> and to 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 around two rotation axes <NUM> that are parallel to each other and spaced apart and are parallel to a rotation axis <NUM> of the basket <NUM> of the transmission <NUM> (that 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 basket <NUM> of the transmission <NUM> is arranged between the rotation axes <NUM> of the two compressors <NUM>; i.e., the two compressors <NUM> are arranged on the two opposite sides of the rotation axis <NUM> of the basket <NUM> of the transmission <NUM>.

According to a preferred embodiment illustrated in <FIG>, the actuation system <NUM> comprises an intermediate shaft <NUM> that receives the motion from the basket <NUM> of the transmission <NUM> and rotates around a rotation axis <NUM> that is parallel and spaced apart from the rotation axis <NUM> of the basket <NUM> of the transmission <NUM>. In particular, between the basket <NUM> of the transmission <NUM> and the intermediate shaft <NUM> there is the variator device <NUM>. The actuation system <NUM> comprises a central gear <NUM> that receives the motion from the intermediate shaft <NUM> (i.e., is bound to the intermediate shaft <NUM>) and two side gears <NUM> that are arranged at the two sides of the central gear <NUM>, engage the central gear <NUM> and transmit, each, the motion towards a corresponding compressor <NUM> (i.e., each side gear <NUM> is bound to a shaft of a corresponding compressor <NUM>). Between each side gear <NUM> and the corresponding compressor <NUM>, a drive <NUM> is interposed that increases the rotation speed, so that the compressor <NUM> can rotate more quickly than the side gear <NUM>.

Overall, the compressors <NUM> rotate much more quickly than the drive shaft <NUM> (i.e., than the basket <NUM> of the transmission <NUM>): the compressors <NUM> rotate around ten times more quickly than the drive shaft <NUM> (i.e., the compressors <NUM> can reach <NUM>,<NUM> revolutions/min. while the drive shaft <NUM> can reach <NUM>,<NUM> revolutions/min.

According to what is 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, the joining duct <NUM> is provided (not illustrated in <FIG>), which is connected to both outlets <NUM> of the two compressors <NUM> so as to receive and join the compressed air from both compressors <NUM>.

In the embodiment illustrated in <FIG>, two exhaust pipes <NUM> are provided that originate from the cylinders <NUM> and end in the muffler <NUM> and are completely separate and independent from the cylinders <NUM> to the muffler <NUM>. In contrast, in the embodiment illustrated in <FIG>, an exhaust pipe <NUM> is provided, wherein both the exhaust pipes <NUM> merge and that ends in the muffler <NUM>; i.e., the exhaust pipes <NUM> join together upstream of the muffler <NUM> merging together in the exhaust pipe <NUM> that is grafted on the muffler <NUM>. In other words, the exhaust system <NUM> comprises a single exhaust pipe <NUM> that receives the exhaust gases from both the exhaust pipes <NUM>; i.e., the two exhaust pipes <NUM> join to converge towards the sole exhaust pipe <NUM>. The exhaust pipe <NUM> starts from the convergence of the two exhaust pipes <NUM> and ends in the muffler <NUM>.

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

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

Numerous advantages are achieved with the car <NUM> described above.

In the first place, the car <NUM> described above makes it possible to combine, at the same time, a great capacity for storing hydrogen (thus being able to offer satisfying autonomy) with very high dynamic performance thanks to an optimal wheelbase, overall weight, and distribution of weight. These results are obtained thanks to the particular shape and arrangement of the internal combustion engine <NUM> and the transmission system <NUM> that make it possible to create a lot of free space to house the hydrogen tanks <NUM> and <NUM> without penalising the dynamic performance of the car <NUM>.

The car <NUM> described above makes it possible to create a rear aerodynamic diffuser (extractor) with relatively large dimensions thus permitting the generation of a very high aerodynamic load without any penalisation of the forward aerodynamic resistance.

In the car <NUM> described above, you can hear, inside the passenger compartment <NUM> (particularly in the driver's position <NUM> where the driver is seated), an exhaust noise that has both a sufficiently high intensity, and an excellent sound quality; this result is obtained thanks to the fact that the outlet opening is found very close to the passenger compartment <NUM> and on the side of the driver's position <NUM>, since this solution makes it possible both to "concentrate" the sound intensity near the passenger compartment <NUM> and to have very natural exhaust noise (i.e. not created or, in any case, artificially changed). In other words, the exhaust noise is not artificially "shot" towards the passenger compartment <NUM> through artificial transmission channels, but, on the contrary, the exhaust noise reaches the passenger compartment <NUM> only passing through the exhaust system, i.e., following the natural outlet of the exhaust noise.

In the car <NUM> described above, including thanks to the particular shape of the dual-clutch transmission <NUM> wherein the basket <NUM> is arranged on the opposite side of the internal combustion engine, it is possible to obtain a particularly favourable placement of all the elements of the drivetrain system (i.e., compact while being very functional) to minimise the length of the wheelbase (i.e., the distance between the front axle and the rear axle).

In the car <NUM> described above, including thanks to the particular shape of the compressor assembly <NUM> wherein 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 placement of all the elements of the drivetrain system (i.e., compact though being very functional); at the same time, the presence of two twin compressors <NUM> makes it possible to compress very high flows of air.

In the car <NUM> described above, including thanks to the particular shape of the turbine assembly <NUM> wherein the two twin turbines <NUM> are arranged side by side to drive the common electric generator <NUM>, it is possible to obtain a particularly favourable placement of all the elements of the drivetrain system (i.e., compact though being very functional); at the same time, the presence of two twin turbines <NUM> makes it possible to recover a large quantity of energy from the exhaust gas.

In the car <NUM> described above (in particular in the embodiment illustrated in <FIG>), the shape of the intake ducts <NUM> and <NUM> is optimal both for size and for head losses without the need to resort to electric actuation of the compressor assembly <NUM>; this result is obtained by withdrawing the motion necessary to rotate the two compressors <NUM> of the compressor assembly <NUM> directly from the basket <NUM> of the dual-clutch transmission <NUM> that is located in a very favourable position for the positioning of the compressor assembly <NUM>.

In the car <NUM> described above, the particular shape and particular positioning of the two intercoolers <NUM> and <NUM> make it possible to maximise the efficacy and efficiency of the cooling of compressed air without requiring too onerous constraints on the placement of all the other components of the internal combustion engine <NUM>.

In the car <NUM> described above, the aerodynamic extractor <NUM> has one very large dimension (thus it is possible to generate a high aerodynamic load in response to a modest increase in the aerodynamic resistance to moving forward) even if the internal combustion engine <NUM> is placed in a central/rear position (thus having an optimal distribution of the masses between the front axle and the rear axle) and, at the same time, the wheelbase is relatively short (i.e. the car <NUM> has extremely high-performance dynamic behaviour). This result is obtained by positioning the internal combustion engine <NUM> with the drive shaft <NUM> arranged high up: in this way, the transmission <NUM> can also be arranged higher up, freeing, as a result, in the lower part of the car's rear zone, the space necessary to house the aerodynamic extractor <NUM> having a very large dimension.

In the car <NUM> described above, accessibility to all the areas of the internal combustion engine <NUM> is excellent and complete; this result is obtained thanks to the accessibility from below that, once the car <NUM> is raised, always allows a technician to be arranged precisely below the component on which to work. In other words, the accessibility from below to the internal combustion engine <NUM> makes maintenance easier and simpler, since the technicians are not limited by the profile of the car <NUM> but can easily move in all the areas of the internal combustion engine <NUM> the car <NUM> being raised.

In the car <NUM> described above, the fact that the removable panel is at least partially transparent constitutes, in addition to an undoubted technical advantage as explained above, an aesthetic innovation and makes the removable panel an aesthetic element as well; it is important to note that, thanks to the large aerodynamic extractor <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 needing to lean excessively.

In the car <NUM> described above, the body <NUM> is particularly rigid and resistant thanks to the complete absence of an opening for accessing the engine compartment <NUM> (and normally closed by a bonnet). In this way, with the same stiffness, it is possible to reduce the overall mass of the body <NUM>. In addition, the absence of an opening for accessing the engine compartment <NUM> also makes the body <NUM> completely continuous (i.e., without interruptions) thus reducing the aerodynamic efficiency. The possibility of eliminating an opening to access the engine compartment <NUM> through the body <NUM> is given by the fact that the internal combustion engine <NUM> does not necessitate any maintenance in the upper part (consisting of the base <NUM>) and, as a result, 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 found in the lower part of the engine compartment <NUM> and are easily accessible from the bottom <NUM> through the closed opening <NUM> from 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>);
a supercharged 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 is also provided with a drive shaft (<NUM>) connected to the pistons (<NUM>) and is longitudinally oriented, i.e., parallel to a forward direction of the car (<NUM>);
at least one compressor (<NUM>), which is arranged along an intake duct (<NUM>, <NUM>) and is configured to compress air to be sucked up by the supercharged internal combustion engine (<NUM>);
a first intercooler (<NUM>) arranged along the intake duct (<NUM>, <NUM>) downstream of the compressor (<NUM>);
a second intercooler (<NUM>), which is arranged along the intake duct (<NUM>, <NUM>) downstream of the first intercooler (<NUM>) and, hence, is connected in series to the first intercooler (<NUM>); and
a transmission (<NUM>) connected to the drive shaft (<NUM>) of the internal combustion engine (<NUM>);
the car (<NUM>) is characterised in that:
the transmission (<NUM>) is arranged longitudinally behind an engine block of the internal combustion engine (<NUM>); and
the first intercooler (<NUM>) has a parallelepiped shape having the two bigger walls oriented horizontally, is arranged above the transmission (<NUM>) and, thus, is arranged longitudinally further behind the engine block of the internal combustion engine (<NUM>), and is arranged higher than the engine block of the internal combustion engine (<NUM>).