DESC:This application is based on and derives the benefit of Indian Provisional Application 201641021237, the contents of which are incorporated herein by reference.

TECHNICAL FIELD
[001] Embodiments herein relate to powertrains in vehicles, and more particularly to hybrid powertrains in vehicles.

BACKGROUND
[002] Currently, vehicles having two or more sources of energy (such as two or more of a gasoline engine, an electric motor, a solar energy panel, and so on) are becoming popular, as they are more environment friendly than pure gasoline based engines and they are less expensive and more practical than vehicles using alternate sources of energy (such as electric motors, solar energy panels, and so on).
[003] A current solution discloses powertrain configurations for hybrid electric vehicles (HEV) and plug-in hybrid electric vehicles (PHEV). One powertrain comprises: a prime mover; an electric motor-generator, the electric motor-generator mechanically coupled to the prime mover via a first clutch; a transmission, the transmission mechanically coupled to the electric motor-generator via a second clutch; a battery, the battery electrically coupled to the electric motor-generator, the battery capable of supplying electrical energy to the electric motor-generator; and a controller, the controller capable of supplying control signals to the prime mover, the first clutch, the electric motor-generator, the second clutch and the transmission such that the controller is capable of dynamically affecting a plurality of operating modes. Manual control modes for the vehicle and transmission of the HEV or PHEV are used for the purpose of optimizing power, efficiency and the use of either one of the energy sources obtained from off-board sources.
[004] Another solution discloses a hybrid vehicle e.g. plug in type hybrid car, has control unit that performs regenerative braking process of vehicle by forcedly rotating engine when vehicle is decelerated during individual rotation of motor, based on temperature.
[005] Most of the current solutions are complex and retrofit is too complicated in many of the existing technologies.

OBJECTS
[006] The principal object of embodiments herein is to provide a hybrid powertrain for vehicles.
[007] Another object of embodiments herein is to provide a hybrid powertrain for vehicles, wherein the powertrains are fitted in a parallel manner.
[008] A further object of embodiments herein is to provide a hybrid powertrain for vehicles, wherein the powertrain can be retrofitted to vehicles.

BRIEF DESCRIPTION OF FIGURES
[009] Embodiments herein are illustrated in the accompanying drawings, through out which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0010] FIG. 1 depicts the hybrid powertrain in the vehicle, according to embodiments as disclosed herein; and
[0011] FIGs. 2a and 2b are flowcharts depicting the start phase, according to embodiments as disclosed herein.

DETAILED DESCRIPTION
[0012] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed 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.
[0013] The embodiments herein disclose a hybrid powertrain for vehicles. Referring now to the drawings, and more particularly to FIGS. 1 through 2, where similar reference characters denote corresponding features consistently throughout the figures, there are shown preferred embodiments.
[0014] Embodiments herein disclose a hybrid power train for a vehicle, which will result in better fuel efficiency, wherein the powertrain can be configured in parallel. Embodiments herein enable three different modes of operation with a speed based control means; driven by engine 1, driven by engine 2 and driven by both engine 1 and engine 2.
[0015] Embodiments herein disclose use of a detached parallel hybrid configuration on a vehicle, wherein the hybrid configuration can drive the front wheels, the rear wheels or all the four wheels. In an embodiment herein, the vehicle can be a body-on-frame vehicle. In an embodiment herein, the vehicle can be a monocoque vehicle.
[0016] FIG. 1 depicts the hybrid powertrain in the vehicle. The system 100 as depicted comprises of a TCU (Torque Control Unit) 101, a first gear selector 102, a first transmission 103 for the first gear selector 102, a plurality of wheels 104a, 104b, 104c, and 104d, an internal combustion (IC) engine 105, an engine management system (EMS) 106, a mode selector 109, at least one battery pack 110, a motor 111, a second gear box 112, a clutch pack 113, and a differential 114.
[0017] The mode selector 109 enables a user to select the mode of operation. The mode selector 109 can enable the user to select modes such as using the IC engine 105 to power only the front wheels, using the battery 110 to power the rear wheels, using both the IC engine 105 and the battery 110 to power the front wheels and the rear wheels respectively simultaneously (hereinafter referred to as hybrid mode), and so on.
[0018] The following inputs are provided to the TCU 101: the brake signal, the neutral signal, the throttle pot signal, and the vehicle speed. The outputs of the TCU 101 are a throttle signal to the EMS 106, a signal to flash an alert such as a light (such as a LED (Light Emitting Diode)), and a control signal for the clutch relay.
[0019] The TCU 101 senses the signal from neutral. If the override switch is activated and the mode selector 109 is selected, and the vehicle is still in neutral, the TCU 101 will trigger the pure electric mode.
[0020] On detecting a gearshift, the TCU 101 will run the vehicle in hybrid mode. For high speed requirements, the TCU 101 will be triggered to boost mode and the TCU 101 will give the throttle signal voltage to the engine EMS 106 (so that both sources are available). The same sequence of events will be triggered if the gearshift happens during pure electric mode. If the TCU 101 receives the neutral signal again, the TCU 101 will operate the boost electric mode. On detecting the override signal, the TCU 101 activates hybrid mode of operation.
[0021] The operation of the powertrain can comprise of phases such as start phase, gear phase, run phase, and so on. In the start phase, when the vehicle ignition is turned ON, the TCU 101 must check the following conditions before the system is turned ON:
- the mode selector is in neutral mode; and
- the gear 112 is in neutral mode.
[0022] If both the above conditions are ‘’ON¨, then the TCU 102 will turn the electrical contactor ON and prepare for enabling the battery 110 to drive the vehicle. The electrical contactor can be a switch for engaging the electrical drive. Then the user can crank for starting the IC engine 105. Using the mode selector 109 with an OVERRIDE mode, where the user can be used for overriding the IC engine power train and operating only electric power train. This condition will happen when both the following conditions happen.
- the first gear selector 102 is in neutral mode; and
- the engine is not running
[0023] When both above conditions are satisfied, the user can select mode selector 109 to operate the vehicle in a suitable mode (such as a hybrid mode or using only source, such as the IC engine 105 or the battery).
[0024] In the gear phase, the following gear conditions will work:
- When reverse gear is selected, the sensor gives a reverse gear signal to the TCU 101 and the reverse gear is selected;
- When neutral gear is selected, sensor gives a neutral gear signal to the TCU 101 and the neutral gear is selected; and
- When the both reverse and neutral gears are “NOT ON”, the TCU 101 turns on the boost mode automatically.
[0025] The run phase starts after pressing the throttle. The run phase can comprise of the vehicle being powered only by the battery 110. The following conditions apply after pressing the throttle:
- Throttle pressed partially (<100% throttle); and
- Maximum speed running is a pre-defined speed limit.
[0026] The run phase can also comprise of both the IC engine 105 and the battery 110 powering the vehicle (hybrid mode). This can be under the following conditions:
- 100% throttle pressed; and
- maximum speed is less than the pre-defined speed limit.
[0027] In the clutch disengage mode, if the motor speed is greater than a pre-defined RPM (Revolutions per Minute) limit, the TCU 101 can disengage the clutch and kill the electrical contactor.
[0028] FIGs. 2a and 2b are flowcharts depicting the start phase. On detecting that the vehicle ignition is turned ON (201), the TCU 101 checks (202) if the mode selector 109 is in neutral mode. The TCU 101 further checks (203) if the main gear is in neutral mode. If both the above conditions are satisfied, the TCU 102 turns (204) the electrical contactor ON and prepare for enabling the battery 110 to drive the vehicle. Then the user cranks (205) for starting the IC engine 105. The TCU 101 checks (206) if OVERRIDE mode is enabled. If the OVERRIDE mode is enabled, the TCU 101 checks (207) if the first gear selector 102 is in neutral mode. The TCU 101 further checks (208) if the engine is not running. If conditions in steps (207) and (208) are satisfied, the user selects (209) a suitable mode using mode selector 109 in which the vehicle is to be operated. If conditions in steps (206), (207) and (208) are not satisfied, the TCU 101 operates (210) the vehicle using the IC engine 105. The various actions in method 200 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 2 may be omitted.
[0029] Embodiments herein merely use a vehicle, wherein the front wheels are powered by the IC engine and the rear wheels are powered by the battery merely as an example and it may be obvious to a person of ordinary skill in the art to have the front wheels are powered by the battery and the rear wheels are powered by the IC engine, the IC engine and the battery powering all four wheels, or any other suitable format.
[0030] Embodiments herein merely use a hybrid vehicle comprising of a IC engine and an electric motor merely as an example, and does not restrict embodiments as disclosed herein. It can be obvious to a person of ordinary skill in the art to have any two compatible engines powering the vehicle.
[0031] Embodiments herein depict the vehicle having four wheels as an example, and it may be obvious to a person of ordinary skill in the art for the vehicle to have any number of wheels (such as 2, 4, 6, 8, and so on).
[0032] Embodiments herein can achieve a full degree of hybridization in a wide range of speeds. Embodiments herein can be retrofitted to vehicles. Embodiments herein result in better fuel efficiency. Embodiments herein enable all-wheel drive in hybrid mode. Embodiments herein enable improved torque control, wherein a torque control unit is used in place of the hybrid control unit and simple control strategy (as compared to existing hybrid systems). Embodiments herein require minimal changes in existing architecture to achieve hybrid operation. Embodiments herein provide a hybrid configuration with single motor. Embodiments herein enable pure electric mode for short distance drives.
[0033] 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:CLAIMS
We claim:
1. A vehicle with a hybrid powertrain, the hybrid powertrain comprising of a plurality of powertrains, wherein the plurality of powertrains are connected in parallel.
2. The vehicle, as claimed in claim 1, wherein the vehicle further comprises of a Torque Control Unit (TCU) (101) controlling the plurality of powertrains.
3. The vehicle, as claimed in claim 2, wherein the TCU can be configured to operate the vehicle in a start phase, wherein the TCU (101) is further configured for
turning an electrical contactor on by the TCU (101), on the TCU (101) detecting that ignition of the vehicle is turned on, a mode selector (109) is in neutral mode and a gear (112) is in neutral mode; and
enabling a user of the vehicle to select a mode in which to operate the vehicle using the mode selector (109) by the TCU (101), on the user cranking an IC (Internal Combustion) engine (105), a first gear selector (102) being in neutral mode and the IC engine (105) is not running.
4. The vehicle, as claimed in claim 2, wherein the TCU can be configured to operate the vehicle in a gear phase, wherein the TCU (101) is further configured for
selecting reverse gear by the TCU (101), on the TCU (101) receiving an indication that reverse gear has been selected;
selecting neutral gear by the TCU (101), on the TCU (101) receiving an indication that neutral gear has been selected; and
turning on a boost mode by the TCU (101), if neutral gear and reverse gear have not been selected.
5. The vehicle, as claimed in claim 2, wherein the TCU can be configured to operate the vehicle in a run phase on a user of the vehicle pressing a throttle, wherein the TCU (101) is further configured for
enabling the vehicle to run only by a battery (110) by the TCU (101), wherein the battery (110) is one of the plurality of powertrains, on the TCU (101) detecting that the throttle is pressed partially and maximum speed running is a pre-defined speed limit; and
enabling the vehicle to run in a hybrid mode by the TCU (101), on the TCU (101) detecting that the throttle is pressed fully and maximum speed running is less than the pre-defined speed limit.
6. The vehicle, as claimed in claim 1, wherein the TCU (101) can be configured to disengage a clutch in the vehicle and kill the electrical contactor, on the TCU (101) detecting that motor speed is greater than a pre-defined RPM (Revolutions per Minute) limit.