Ferrari plans hybrid models and new common architecture

The actual patent is for a front-engined, rear-wheel-drive car that has two large battery packs mounted under the floorpan. Although the rear-mounted dual-clutch automatic gearbox is conventional, it also has an electric motor attached to it in a layout that’s similar to the 599 Hybrid concept’s.

The big difference with the proposed car in the Ferrari patent application is the size of the battery pack. The 599 concept had two small lithium ion batteries, which had a combined capacity of just 3kWh. By contrast, today’s plug-in hybrid Volkswagen Golf - a much smaller and lighter car- has an 8.8kWh battery.

This patent shows how Ferrari engineers have tried to solve the problem of needing a much bigger battery pack. The engineering hurdle was trying to squeeze the batteries into a compact supercar that has a space-hungry transmission at the rear. Using a large battery pack under the floor was probably ruled out because Ferrari needs to be able to mount the seats as low as possible.

The solution is a series of individual cylindrical cells, which are mounted together in a herringbone pattern in a single layer and built into the floor structure. Much of the patent detail applies to a ‘support matrix’ in which the individual batteries are mounted. This is thought to be the key to being able to mount the battery packs so close to the car’s sill.

In the event of a side impact, the batteries need to be adequately protected from the consequences of the crash forces. To this end, aside from the large sill beam shown in the patent drawing, Ferrari’s engineers have come up with a new ‘support matrix’ for the batteries and a clever way of connecting the individual batteries together.

These battery connections are described as ‘disconnecting plates’, and should they become ‘disrupted’ in the event of a big side impact, individual batteries become disconnected from each other.

Ferrari’s patent says: “The chemical batteries that are displaced [in an impact] automatically disconnect from the electric circuit, thus reducing the risk of short-circuits or electrocution.

“Therefore, after the crash there are many chemical batteries not connected to one another, thus individually having a moderate electric voltage.”

This means the risk of electrocution after an accident is low, because the individual batteries are relatively weak. Only when they are all connected together do they create enough energy to drive the car via the electric motor mounted on the gearbox.

There’s also evidence that Ferrari could be preparing to build all of its future models - both front and mid-engined - around a common structural cockpit module.

Ferrari has patented a new construction method that would allow a car’s front and rear superstructures to be bolted to the central cockpit.

On the surface, this is a similar technique to that already used on cars built around a central composite tub, to which front and rear subframes are attached. However, the Ferrari patent shows a new technique, where the front and rear subframes are bolted to a transversely mounted bar, which itself is part of the cockpit structure.

There are a number of advantages to this method of construction, including shortening build time in the factory and making major repairs easier. In addition, it’s a mechanical fixing technique that will work with any mix of composites, steel or aluminium.

However, it also means that Ferrari can save significant sums by building a common central cockpit structure, which could be used with both future front and rear-engined cars. It also seems likely that this common cockpit will be able to accommodate the new Ferrari battery pack technology.

The upshot is that Ferrari will make significant savings on future model development with this common cockpit, and its likely ability to also accommodate battery packs would allow hybrid versions of all future Ferrari models using this modular platform.