AN ARRANGEMENT FOR PACKAGING AN ENGINE OF A VEHICLE

Abstract

The present disclosure provides an arrangement for packaging an engine of a vehicle. The arrangement comprises a frame having a front end and a rear end, a vehicle body secured on the frame, a first pair of wheels coupled to the frame near the front end thereof and a second pair of wheels coupled to the frame near the rear end thereof, the first and second pair of wheels adapted to support the frame, and the engine transversely disposed with respect to the longitudinal axis of the frame, and drivingly coupled to at least one of the first pair of wheels and the second pair of wheels.

Description

FIELD OF THE DISCLOSURE

The present disclosure relates to an arrangement for packaging an engine of a vehicle.

BACKGROUND

A majority of vehicles are rear wheel drive vehicles, wherein an engine drives rear wheels of the vehicle. More specifically, the rear wheels are driven by the engine, particularly; the engine is coupled with a transmission which in turn is connected to a differential via a propeller shaft. The differential is mounted on a rear axle supporting the rear wheels. The engine, particularly the internal combustion (IC) engine rotates the propeller shaft and consequently rotating the rear axle through the differential. Conventionally, in a vehicle, the engine is mounted longitudinally with respect to a frame of the vehicle. Generally, for a rear wheel drive vehicle, the engine is mounted in the front portion of the vehicle.

U.S. Pat. No. 4,867,260 discloses a drive line assembly and a mounting arrangement for converting a front engine front wheel drive vehicle to an on-demand four wheel drive system. The vehicle rear axle is adapted to be selectively driven by means of a viscous fluid coupling positioned intermediate a forward angled universal-joint drive line assembly and a rear torque tube enclosed longitudinal propeller shaft assembly. An overrunning clutch is rigidly connected intermediate a forwardly extending neck portion of the rear axle drive housing and the torque tube defines a composite torque tube structure. The overrunning clutch is adapted to be locked for a transmission of torque during normal driving. The rear axle drive housing is sprung from the frame by a pair of transversely aligned isolation mounts while the composite torque tube is resiliently secured by a bracket support adjacent to its forward end. The composite torque tube provides an extended lever arm of a predetermined length that oscillates in a vertical plane about the transverse axis of the pair of rear mounts whereby the reaction torque vibrations from the rear axle drive imparted to the forward resilient bracket support are effectively dampened.

U.S. Pat. No. 4,483,408 discloses a final drive arrangement of an automotive transaxle. The final drive unit arrangement is provided with a gearing between the differential gear and one of the driven wheels which reverses the rotation of the output of the final drive unit and then reverses the same, so that both of the driven wheels rotate in the same direction but the reaction input to the final drive unit from each of the driven wheels negates or offsets the other.

U.S. Pat. No. 1,802,191 discloses a motor vehicle that includes a frame comprises side channel members spreading rearwards, front and rear cross channel members, intermediate cross tubular members, and forward and rearward extensions, having transverse spring suspension, a car body supported on the frame, seats supported on the side frame members and a floor supported on the lower flange of the side frame members. The frame having channel side and end members, mounted on transverse springs, the front cross channel member supporting in rear, a gas engine, flywheel and clutch and in front, a transmission casing, a differential casing, stub shafts journal led in the sides thereof and brake drums mounted on the stub shafts, forming a balanced power and drive mechanism.

The front engine, rear wheel driven power train package is predominantly used in vehicles having “body on frame” configuration of the vehicle. Further front engine front wheel drive is used in vehicles having monocoque construction, particularly, “body frame integrated” construction. With front engine, front wheel drive configuration of the vehicle, the requirement of propeller shaft, rear axle and differential is eliminated. The “body on frame” configuration of the vehicle has its own advantages.

However, none of the above patent applications discloses vehicles having “body on frame” configuration.

There is thus felt a need for eliminating the problems/limitations associated with prior arrangement for packaging the engine of automobiles, particularly, there is felt a need for an arrangement for packaging an engine of an automobile, wherein the engine is disposed at the front portion of the vehicle having “body on frame” configuration, and utilizing advantages associated with the “body on frame” configuration of the vehicle.

Accordingly, there is a need to provide an arrangement for packaging an engine of an automobile thereby enhancing fuel economy of the vehicle and providing a cost effective power train.

OBJECTS

Some of the objects of the present disclosure which at least one embodiment is adapted to provide, are described herein below:

An object of the present disclosure is to provide an arrangement for packaging an engine of automobile, wherein the engine is disposed at the front portion of the vehicle having “body on frame”, and utilizing the “body on frame” configuration of the vehicle and advantages associated with the “body on frame” configuration of the vehicle

Another object of the present disclosure is to provide an arrangement for packaging the engine of automobiles reducing weight of the vehicle.

Again, an object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that is simple in construction.

Another object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that enhances fuel economy.

Further object of the present disclosure is to provide an arrangement for packaging the engine of automobiles.

Again, an object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that reduces maintenance requirements associated with the vehicle.

Still, an object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that increases power to weight ratio.

Again, an object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that enhances steering performance.

Further object of the present disclosure is to provide an arrangement for packaging the engine of automobiles that improves traction in the steered wheels.

Other objects and advantages of the present disclosure will be apparent from the following description when read in conjunction with the accompanying figures, which are not intended to limit the scope of the present disclosure.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS

An arrangement for packaging an engine of an automobile of the present disclosure will now be explained in relation to the non-limiting accompanying drawings, in which:

FIG. 1 illustrates a schematic plan view of a conventional arrangement for packaging an engine of a vehicle;

FIG. 2 illustrates a schematic plan view of an arrangement for packaging an engine of a vehicle in accordance with a first embodiment of the present disclosure, wherein the engine is transversely disposed at a front portion with respect to the longitudinal axis of a frame of the vehicle;

FIG. 3 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with the first embodiment of the present disclosure;

FIG. 4 illustrates a schematic front view for packaging an engine on a frame of a vehicle in accordance with the first embodiment of the present disclosure;

FIG. 5 illustrates a schematic view for packaging an engine on a frame of a vehicle in accordance with the first embodiment of the present disclosure, wherein the schematic view depicts mounting of the engine at three mounting locations;

FIG. 6 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with a second embodiment of the present disclosure, wherein the schematic top view depicts a transfer case driving a second pair of wheels via a propeller shaft, a rear differential and a rear axle;

FIG. 7 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with a third embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine and a transaxle which is replaced by an automatic transmission gear box;

FIG. 8 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with a fourth embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine and a transaxle which is replaced an automated manual transmission gear box ‘AM’;

FIG. 9 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with a fifth embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine and an ‘E-motor’ disposed between a transaxle and the engine;

FIG. 10 illustrates a schematic top in accordance with a sixth embodiment of the present disclosure, wherein the schematic top view depicts an E-motor ‘E’ replacing the engine and the transaxle; and

FIG. 11 illustrates a schematic top view for packaging an engine on a frame of a vehicle in accordance with a seventh embodiment of the present disclosure, wherein the schematic top view depicts the transverse arrangement of the engine with respect to the longitudinal axis of a frame of the vehicle, and an E-motor ‘E’ operatively connected to a second pair of wheels.

DETAILED DESCRIPTION

The arrangement for packaging the engine of the vehicle of the present disclosure will now be described with reference to the embodiments which do not limit the scope and ambit of the disclosure. The description relates purely to the exemplary preferred embodiments of the disclosed system and its suggested applications.

The arrangement for packaging the engine of the vehicle herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

FIG. 1 illustrates a schematic plan view of a conventional arrangement for packaging an engine 102 of a vehicle 100. The vehicle 100 includes a first pair of wheels 101, the engine 102, a transmission unit 104, a propeller shaft 106, a rear differential 108, a rear axle 110, and a second pair of wheels 112. The engine 102 is mounted in a front portion of the vehicle 100. Conventionally, the engine 102 is mounted longitudinally with respect to a frame of the vehicle 100. The first pair of wheels 101 and the second pair of wheels 112 are adapted to support the frame of the vehicle 100. The vehicle 100 is operated by driving the second pair of wheels 112. The second pair of wheels 112 is driven by the engine 102 of the vehicle 100. The engine 102 is operatively coupled with the transmission unit 104 that in turn is operatively coupled to the rear differential 108 via the propeller shaft 106. The power (drive) generated from the engine 102 is transmitted to the rear differential 108 via the transmission unit 104 and the propeller shaft 106. The rear differential 108 mounted on the rear axle 110 transfers the drive to the rear axle 110 which in turn transfers the drive to the second pair of wheels 112 and hence the second pair of wheels 112 rotates.

The front engine, rear wheel driven power train package is predominantly used in vehicles having “body on frame” configuration of the vehicle. Further front engine front wheel drive is used in vehicles having monocoque construction, particularly, “body frame integrated” construction. The “body on frame” configuration of the vehicle has its own advantages.

FIG. 2 illustrates a schematic plan view of an arrangement for packaging an engine 201 of a vehicle 200 in accordance with a first embodiment of the present disclosure, wherein the engine 201 is transversely disposed at a front portion with respect to the longitudinal axis of a frame (not shown in FIG. 2) of the vehicle 200. The vehicle 200 includes a first pair of wheels 206a1 and 206b1, the transversely arranged engine 201, a transmission unit 202, a first drive shaft 205a and a second drive shaft 205b. In this embodiment use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:

• • weight of the vehicle 200 is reduced;
  • power to weight ratio is increased;
  • fuel economy is improved;
  • steering performance is improved;
  • higher drive train efficiency;
  • improvement in the interior space;
  • flat floor;
  • modular assembly process; and
  • space for spare tire in the underbody between front and rear axle.

FIG. 3 illustrates a schematic top view for packaging an engine 201 on a frame 207 of a vehicle 200 in accordance with the first embodiment of the present disclosure. FIG. 3 depicts the frame 207 comprising a front end, a rear end, left operative side 207a and a right operative side 207b, mounting brackets 208 comprising a first power train mounting bracket 208a, a second power train mounting bracket 208b and a third power train mounting bracket 208c, a cross member 209, a first pair of wheels comprising a left side front wheel 206a1 and a right side front wheel 206b1, the engine 201, a transmission unit 202, a final drive unit 203, a first drive shaft 205a, a second drive shaft 205b, a first constant velocity joint 204a1, a second constant velocity joint 204a2, a third constant velocity joint 204b1, a fourth constant velocity joint 204b2, an intermediate drive shaft 212, a bearing 211, a first knuckle 210a1, and a second knuckle 210b1.

The engine 201 of the vehicle 200 is operatively coupled with the transmission unit 202 which is further operatively coupled to the final drive unit 203. The transmission unit 202 receives power (drive) from the engine 201 and transfers it to the final drive unit 203. The final drive unit 203 comprises a first output shaft (not shown in FIG. 3) and a second output shaft (not shown in FIG. 3). The combination of the transmission unit 202 and the final drive unit 203 is referred as a transaxle.

In accordance with the present disclosure, the engine 201 and the transaxle are placed in an operative transverse direction with respect to the longitudinal axis of the frame 207 of the vehicle 200. When the vehicle 200 is viewed from the top, the transverse direction refers to a direction from an operative left hand side to an operative right hand side of the vehicle 200. One end of the first drive shaft 205a of the vehicle 200 is operatively coupled to the final drive unit 203 via the first output shaft and the first constant velocity joint 204a1, and the other end of the first drive shaft 205a is operatively coupled to the first knuckle 210a1 via the second constant velocity joint 204a2. The first knuckle 210a1 is rigidly operatively connected to the left side wheel 206a1 of the vehicle 200. Further, one end of the second drive shaft 205b of the vehicle 200 is operatively coupled to the intermediate drive shaft 212. One end of the intermediate drive shaft 212 is operatively coupled to the second output shaft and other end of the intermediate drive shaft 212 is supported by the bearing 211. The intermediate drive shaft 212 is operatively connected to the second drive shaft 205b of the vehicle 200 via the third constant velocity joint 204b1. The second drive shaft 205b is operatively connected to the second knuckle 210b1 via the fourth constant velocity joint 204b2. The second knuckle 210b1 is rigidly operatively connected to the right side wheel 206b1.

The constant velocity joints 204a1, 204a2, 204b1 and 204b2 facilitate an angular and a vertical movement of the first pair of wheels 206a1 and 206b1. The angular movement of the first pair of wheels 206a1 and 206b1 is generated during turning the vehicle 200. The vertical movement is caused due to non-planar road surface.

The engine 201 and the transaxle are supported on the frame 207 of the vehicle 200 at three mounting locations (refer FIG. 5). The engine 201 is supported between the left operative side 207a and the right operative side 207b using the first power train mounting bracket 208a, the second power train mounting bracket 208b, and the third power train mounting bracket 208c. The engine 201, the transmission unit 202, the final drive unit 203, the left operative side 207a, the right operative side 207b, the first power train mounting bracket 208a, the second power train mounting bracket 208b, and the third power train mounting bracket 208c are supported on the cross member 209 of the frame 207 of the vehicle 200.

In accordance with one embodiment, the cross member 209 is welded to the left operative side 207a and the right operative side 207b. Further, the first, second and third power train mounting brackets 208a, 208b and 208c includes a plurality of vibration absorbers (not shown in FIG. 3) in order to attenuate vibration generated in the engine 201.

In accordance with one embodiment, the vibration absorbers are flexible elements made of rubber.

Due to the combustion of fuel in the engine 201, power is generated in the engine 201 which is utilized to drive a crankshaft (not shown in FIG. 3) operatively connected to a flywheel (not shown in FIG. 3) and a clutch (not shown in FIG. 3) having an output shaft (not shown in FIG. 3). The output shaft of the clutch transfers the power to the transmission unit 202. The transmission unit 202 includes input gears, output gears and output shaft. Output shaft of the transmission unit 202 transfer power to gears of the final drive unit 203 based on the selection of the input gears and output gears of the transmission unit 202. Power received by the final drive unit 203 is transferred to the first drive shaft 205a and 205b via the first output shaft and the second output shaft of the final drive unit 203. The first drive shaft 205a and the intermediate drive shaft 212 are operatively connected to the constant velocity joints 204a1 and 204b1 respectively. Power transferred to the intermediate drive shaft 212 is transferred to the second drive shaft 205b which is then transferred to the right side front wheel 206b1 via the constant velocity joints 204b1, 204b2 and the second knuckle 210b1. Similarly, the power is transferred from the first drive shaft 205a to the left side front wheel 206a1 via the constant velocity joints 204a1, 204a2 and the first knuckle 201a1.

The constant velocity joints 204a1, 204a2, 204b1, 204b2 facilitate angular and vertical movements of the first pair of wheels 206a1 and 206b1. Further, the constant velocity joints 204a1, 204a2, 204b1 and 204b2 allow the first and second drive shafts 205a and 205b to transmit power by a constant rotational speed and at a variable angle without undesirable increase in the friction.

In accordance with the present disclosure, the final drive unit 203 comprises a differential gear (not shown in FIG. 3) for facilitating the differential rotation of the first pair of wheels 206a1 and 206b1. In accordance with the present disclosure, a vehicle body is secured on the frame 207.

In accordance with the present disclosure, the first pair of wheels 206a1 and 206b1, and the second pair of wheels 206a2 and 206b2 provides support to the frame 207.

FIG. 4 illustrates a schematic front view for packaging an engine 201 on a frame of a vehicle 200 in accordance with the first embodiment of the present disclosure. FIG. 4 includes the elements as mentioned in FIG. 3.

FIG. 6 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a second embodiment of the present disclosure, wherein the schematic top view depicts a transfer case 214 driving a second pair of wheels 206a2 and 206b2 via a propeller shaft 216, a rear differential 218 and a rear axle 220. FIG. 6 also includes a first constant velocity joint 204a1, a second constant velocity joint 204a2, a third constant velocity joint 204b1, a fourth constant velocity joint 204b2, a fifth constant velocity joint 204a3, a sixth constant velocity joint 204b3, a first knuckle 210a1, a second knuckle 210b1, a third knuckle 210a2, a fourth knuckle 210b2, a first pair of wheels 206a1 and 206b1. The transaxle which is a combination of the transmission unit 202 and the final drive unit 203 is modified to have the transfer case 214. The transfer case 214 is operatively connected to the propeller shaft 216. The propeller shaft is then operatively connected to the rear differential 218 which is mounted on the rear axle 220. The power generated in the engine 201 is transferred to the rear axle 220 via the transfer case 214, the propeller shaft 216, and the rear differential 218. The power received by the rear axle is then transferred to the second pair of wheels 206a2 and 206b2 via the fifth constant velocity joint 204a3, the third knuckle 210a2, the sixth constant velocity joint 204b3, and the fourth knuckle 210b2.

In accordance with the present disclosure, the power flow to the second pair of wheels 206a2 and 206b2 via the transfer case 214, the propeller shaft 216, the rear differential 218, and the rear axle 220 can be controlled by providing the “All-wheel drive switch”. The “All-wheel drive switch”, depending upon the requirement, can be automatically and/or manually operated that is the transfer case 14 can be selectively powered. The mechanism of the All-wheel drive is based on the traction needs of the first pair of wheels 206a1 and 206b1, and the second pair of wheels 206a2 and 206b2 of the vehicle 200.

In accordance with one embodiment, the first pair of wheels 206a1 and 206b1, and the second pair of wheels 206a2 and 206b2 of the vehicle 200 can be selectively powered continuously using the All-wheel drive mechanism. Further, depending upon the requirement, the All-wheel drive mechanism can be incorporated with minimum modifications in the arrangement for packaging the engine 201. Furthermore, the All-wheel drive mechanism provides an additional traction and controls the torque requirement for the first pair of wheels 206a1 and 206b1, and the second pair of wheels 206a2 and 206b2 in the changing road conditions. However, if the All-wheel drive mechanism is not incorporated, use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:

• • weight of the vehicle is reduced;
  • power to weight ratio is increased;
  • fuel economy is improved;
  • steering performance is improved;
  • higher drive train efficiency;
  • improvement in the interior space;
  • flat floor;
  • modular assembly process; and
  • space for spare tire in the underbody between a front and the rear axle.

FIG. 7 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a third embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine 201 and a transaxle which is replaced by an automatic transmission gear box ‘A’. The automatic transmission gear box ‘A’ contains a fluid coupling (not shown in FIG. 7) and a torque converter (not shown in FIG. 6). FIG. 6 depicts that no additional mounting arrangement is required for mounting the automatic transmission gear box ‘A’. In this embodiment, use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:

• • weight of the vehicle is reduced;
  • power to weight ratio is increased;
  • fuel economy is improved;
  • steering performance is improved;
  • higher drive train efficiency;
  • improvement in the interior space;
  • flat floor;
  • modular assembly process; and
  • space for spare tire in the underbody between a front and the rear axle.

FIG. 8 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a fourth embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine 201 and a transaxle which is replaced an automated manual transmission gear box ‘AM’. The automated manual transmission gear box ‘AM’ contains a gear box (not shown in FIG. 8), and automatic clutch mechanism (not shown in FIG. 8). FIG. 8 depicts that no additional mounting arrangement is required for mounting the automated manual transmission gear box ‘AM’. In this embodiment, use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:

• • weight of the vehicle is reduced;
  • power to weight ratio is increased;
  • fuel economy is improved;
  • steering performance is improved;
  • higher drive train efficiency;
  • improvement in the interior space;
  • flat floor;
  • modular assembly process; and
  • space for spare tire in the underbody between a front and the rear axle.

FIG. 9 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a fifth embodiment of the present disclosure, wherein the schematic top view depicts the transversally disposed engine 201 and an ‘E-motor’ disposed between a transaxle and the engine 201. The transaxle is a combination of the transmission unit 202 and the final drive unit 203. The E-motor ‘E’ added between the engine 201 and the transaxle forms a mild hybrid configuration. The E-motor ‘E’ can be powered by a battery pack which can be positioned in the underbody (not shown in FIG. 9) of the vehicle 200. Due to the E-motor ‘E’, torque, fuel economy of the vehicle 200 can be improved. Further, the use of E-motor ‘E’ reduces carbon-dioxide emission from the vehicle 200. FIG. 9 depicts that no additional mounting arrangement is required for mounting the E-motor ‘E’. In this embodiment, use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:

• • weight of the vehicle is reduced;
  • power to weight ratio is increased;
  • fuel economy is improved;
  • steering performance is improved;
  • higher drive train efficiency;
  • improvement in the interior space;
  • flat floor;
  • modular assembly process; and
  • space for spare tire in the underbody between a front and the rear axle.

FIG. 10 illustrates a schematic top view in accordance with a sixth embodiment of the present disclosure, wherein the schematic top view depicts an E-motor ‘E’ replacing the engine 201 and the transaxle. Replacement of the engine 201 and the transaxle by the E-motor ‘E’ forms a mild hybrid configuration. FIG. 10 depicts that no additional mounting arrangement is required for mounting the E-motor ‘E’. In this embodiment, use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:

• • weight of the vehicle is reduced;
  • power to weight ratio is increased;
  • fuel economy is improved;
  • steering performance is improved;
  • higher drive train efficiency;
  • improvement in the interior space;
  • flat floor;
  • modular assembly process; and
  • space for spare tire in the underbody between a front and the rear axle.

FIG. 11 illustrates a schematic top view for packaging an engine 201 on a frame of a vehicle 200 in accordance with a seventh embodiment of the present disclosure, wherein the schematic top view depicts the transverse arrangement of the engine 201 with respect to the longitudinal axis of a frame of the vehicle 200, and an E-motor ‘E’ operatively connected to a second pair of wheels 206a2 and 206b2. FIG. 11 depicts that the E-motor ‘E’ is operatively coupled to the rear axle 220 that is operatively connected to the second pair of wheels 206a2 and 206b2. The E-motor ‘E’ mounted on the rear axle 220 forms a full hybrid configuration. The E-motor ‘E’ will be powered by a battery pack which can be the positioned in the underbody of the vehicle 200.

The type of configuration described in FIG. 11 is referred to as full hybrid configuration. This type of configuration improves the torque, fuel economy of the vehicle 200. Further, this type of configuration reduces the emission of carbon-dioxide from the vehicle 200.

In accordance with one embodiment, a steering gear is operatively coupled to the first pair of wheels 206a1 and 206b1, and the steering gear is one of a left hand steering gear and a right hand steering gear.

In accordance with another embodiment, an engine 201 of the vehicle 200 can be disposed inclined about the crankshaft axis on either side to have better packaging clearances.

In this embodiment, use of a propeller shaft, a rear differential and a rear axle is eliminated. Due to this, following technical advancements are achieved:

• • weight of the vehicle is reduced;
  • power to weight ratio is increased;
  • fuel economy is improved;
  • steering performance is improved;
  • higher drive train efficiency;
  • improvement in the interior space;
  • flat floor;
  • modular assembly process; and
  • space for spare tire in the underbody between a front and the rear axle.

TECHNICAL ADVANCEMENTS

The present disclosure relates to the arrangement for packaging the engine of the vehicle as described herein above. The arrangement has several technical advancements:

• • the arrangement for packaging the engine of the vehicle, wherein the engine is disposed at the front portion of the vehicle having “body on frame” configuration and utilizing advantages associated with the “body on frame” configuration of the vehicle;
  • simple in construction;
  • enhances fuel economy;
  • reduces overall weight of the vehicle;
  • that increases power to weight ratio;
  • enhances steering performance; and
  • improves traction in the steered wheels.

Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.

The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.

The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.

Claims

1. An arrangement for packaging an engine of a vehicle, said arrangement comprising: a frame having a front end and a rear end;a vehicle body secured on said frame;a first pair of wheels coupled to said frame near said front end thereof and a second pair of wheels coupled to said frame near said rear end thereof, said first and second pair of wheels adapted to support said frame; andthe engine transversely disposed with respect to the longitudinal axis of said frame; anddrivingly coupled to at least one of said first pair of wheels and said second pair of wheels.

2. An arrangement for packaging an engine of a vehicle, said arrangement comprising: a frame having a front end and a rear end;a vehicle body secured on said frame;a first pair of wheels coupled to said frame near said front end thereof and a second pair of wheels coupled to said frame near said rear end thereof, said first and second pair of wheels adapted to support said frame; andthe engine transversely disposed with respect to the longitudinal axis of said frame near said front end of said frame;a transaxle comprising a transmission unit transversely operatively coupled to a crank shaft of the engine for deriving power from said crank shaft; anda final drive unit operatively coupled to said transmission unit, said final drive unit deriving power from said transmission unit;said first pair of wheels operatively coupled to and driven by a first and a second output shaft of said final drive unit; said first output shaft operatively coupled to a first operative end of a first drive shaft via a first constant velocity joint, a second operative end of said first drive shaft operatively coupled to one wheel of said first pair of wheels via a second constant velocity joint; andsaid second output shaft operatively coupled to a first operative end of an intermediate drive shaft, a second operative end of said intermediate drive shaft operatively coupled to a first end of a second drive shaft via a third constant velocity joint, a second operative end of said second drive shaft operatively coupled to other wheel of said first pair of wheels via a fourth constant velocity joint; andoptionally said second pair of wheels operatively coupled to said final drive unit, wherein said final drive unit is operatively coupled to a transfer case unit, said transfer case unit operatively coupled to a propeller shaft, said propeller shaft operatively coupled to a rear differential, said rear differential operatively coupled to a rear axle of said second pair of wheels, via a fifth and sixth constant velocity joint.

3. An arrangement for packaging an engine of a vehicle, said arrangement comprising: a frame having a front end and a rear end;a vehicle body secured on said frame;a first pair of wheels coupled to said frame near said front end thereof and a second pair of wheels coupled to said frame near said rear end thereof, said first and second pair of wheels adapted to support said frame; andthe engine transversely disposed with respect to the longitudinal axis of said frame near said front end of said frame;at least one of an automatic transmission gear box and an automated manual transmission;said first pair of wheels operatively rotationally coupled to and driven by a first and second output shaft of said at least one of an automatic transmission gear box and an automated manual transmission; said first output shaft operatively coupled to a first operative end of a first drive shaft via a first constant velocity joint, a second operative end of said first drive shaft operatively coupled to one wheel of said first pair of wheels via a second constant velocity joint; andsaid second output shaft operatively coupled to a first operative end of an intermediate drive shaft, a second operative end of said intermediate drive shaft operatively coupled to a first end of a second drive shaft via a third constant velocity joint, a second operative end of said second drive shaft operatively coupled to other wheel of said first pair of wheels via a fourth constant velocity joint; andsaid second pair of wheels operatively rotationally coupled to said final drive unit, wherein said final drive unit is operatively rotationally coupled to a transfer case unit, said transfer case unit operatively rotationally coupled to a propeller shaft, said propeller shaft operatively coupled to a rear differential, said rear differential operatively coupled to a rear axle of said second pair of wheels, via a fifth and sixth constant velocity joint.

4. The arrangement as claimed in claim 2, wherein said first pair of wheels are operatively coupled to said second and fourth constant velocity joints via a first and second knuckles respectively.

5. The arrangement as claimed claim 2, wherein the engine is one of an internal combustion engine and an electric motor.

6. The arrangement as claimed in claim 3, wherein the engine is an internal combustion engine.

7. The arrangement as claimed in claim 2, wherein an electric motor is operatively disposed between the engine and said transaxle such that said electric motor selectively drives said first pair of wheels.

8. The arrangement as claimed in claim 2, wherein an electric motor is operatively coupled to said rear axle of said second pair of wheels for selectively driving said second pair of wheels.

9. The arrangement as claimed in claim 2, wherein a bearing supports a second end of said intermediate shaft.

10. The arrangement as claimed in claim 2, wherein said final drive unit comprises a differential gear for facilitating the differential rotation of the two wheels in the first and second pair of wheels.

11. The arrangement as claimed in claim 1, wherein a steering gear is operatively coupled to said first pair of wheels, said steering gear is one of a left hand steering gear and a right hand steering gear.

12. The arrangement as claimed in claim 2, wherein a steering gear is operatively coupled to said first pair of wheels, said steering gear is one of a left hand steering gear and a right hand steering gear.

13. The arrangement as claimed in claim 3, wherein a steering gear is operatively coupled to said first pair of wheels, said steering gear is one of a left hand steering gear and a right hand steering gear.

14. The arrangement as claimed in claim 3, wherein said first pair of wheels are operatively coupled to said second and fourth constant velocity joints via a first and second knuckles respectively.

15. The arrangement as claimed in claim 3, wherein an electric motor is operatively coupled to said rear axle of said second pair of wheels for selectively driving said second pair of wheels.