DESC:TECHNICAL FIELD
[0001] The present subject matter relates to a prime mover. More particularly, to a lag reduction control system of a clutch for a prime mover.

BACKGROUND
[0002] Over last few years, with induction of new powertrain technologies concomitantly very substantial attention has been paid to improve ride comfort. To this end, much attention has also been paid to development of quick throttle response especially in vehicles having centrifugal clutches. Moreover, the quick throttle response is the essential vehicles attribute as it is related to performance of a vehicle which attracts the customers to purchase a vehicle.
[0003] The above information disclosed in this background section is only for enhancement of understanding of the background of the disclosure and therefore it may contain information that does not form the prior art that is already known in this country to a person of ordinary skill in the art.

BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The present invention is described with reference to an exemplary embodiment of a straddle type two wheeled vehicle with the accompanying figures. However, the invention being implementable in a three wheeled or four wheeled vehicles. The same numbers are used throughout the drawings to reference like features and components. Further, the inventive features of the invention are set forth in the appended claims. The invention itself however, as well as a preferred mode of use, further objects and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings, wherein:
[0005] Figure 1 illustrates a schematic diagram of a clutch lag control system (100A) for a gasoline powered vehicle (not shown) as per embodiment, in accordance with one example of the present subject matter.
[0006] Figure 2 illustrates a schematic diagram of a clutch lag control system (100B) for a hybrid vehicle (not shown) as per embodiment, in accordance with one example of the present subject matter.
[0007] Figure 3 illustrates a flow chart of a method of reducing clutch lag during prime mover operating conditions as per embodiment, in accordance with one example of the present subject matter.
[0008] Figure 4 illustrates a graphical representation depicting the difference between clutch lag in conventional powertrain and proposed powertrain, as per embodiment, in accordance with one example of the present subject matter.

DETAILED DESCRIPTION
[0009] Various features and embodiments of the present subject matter here will be discernible from the following further description thereof, set out hereunder.
[00010] Typically, a centrifugal clutch being disposed on either right hand side or left hand side of a drive shaft. The centrifugal clutch works on the principle of the centrifugal force acting on a spring-loaded mass i.e., brake shoes. The centrifugal clutch provides a releasable torsional connection between a prime mover and a transmission assembly. The centrifugal clutch automatically engages with the prime mover at a predetermined rotational speed. The centrifugal clutch comprises a cylindrical housing drum, and a plurality of brake shoes. The brake shoes are housed inside the cylindrical housing drum. During operation, the spring loaded shoes move radially to contact the cylindrical housing drum at a predetermined rotational speed of the drive shaft. Importantly, when the centrifugal force is less than the spring force, the shoes remain in same position as when the drive shaft was stationary, but when centrifugal force is equal to spring force, the spring tends to be in a condition of free float without any compression or expansion. When centrifugal force exceeds the spring force, the shoe moves outwards and come in contact with cylindrical housing member and press against it. The force with which the shoe press against the driven member is the difference of the centrifugal and spring force. The increase of speed causes the shoe to press harder and enables power to be transmitted across the clutch assembly.
[00011] Importantly, the centrifugal clutch needs to start the prime mover efficiently and save energy as centrifugal clutch connects the prime mover to the transmission assembly. However, the clutch involves a slippage phase wherein the shoes slips and dissipates heat resulting into a clutch lag. Importantly, the clutch lag is even higher in a hybrid vehicle than a gasoline powered vehicle due to additional weight of batteries and said traction motor. The clutch lag results into poor throttle response which significantly affects the user’s comfort. In order to address above said problem various control strategies are adopted to reduce the clutch lag during vehicle operating conditions. Specifically, in four wheeled vehicles it is achieved by precisely controlling the clutch engagement and disengagement. However, it becomes a challenge in two wheeled saddle type vehicles configured to have a centrifugal clutch or automatic clutch to implement a precise control similar to a four wheeled vehicle owing to undesirable impact of packaging, cost and increase in number of parts. The centrifugal clutch in a typical two wheeled vehicles automatically engages and disengages based on prime mover rev. per minute (rpm).
[00012] Therefore, there is a need for a clutch lag reduction control system and associated method for a vehicle which overcomes all above problem and other problems of known art.
[00013] To this end, it is an object of the present invention is to provide a clutch lag reduction control system and associated method to achieve better throttle response without compromising vehicle performance.
[00014] According to the present subject matter to attain the above-mentioned objectives, the present invention is a lag reduction control system of a clutch for a vehicle comprising: a prime mover, a battery management system, an electrical machine, and one or more control units. The battery management system activates said clutch lag reduction control system based on inputs from one or more electronic units. The electrical machine being electrically connected to a power source. The control units being configured to receive a real time operating state parameter values (RTOSPV’s) from said electronics units, and determine whether said real time operating state parameter values (RTOSPV’s) satisfy an one or more predetermined operating conditions; further wherein based on above determination, said one or more control units being configured to selectively generate an output command to control said electrical machine for operating said electrical machine in one or more of a first mode and a second mode.
[00015] According to an embodiment of the present invention, the output command includes at least one command viz. activating said electrical machine in said first mode to start a prime mover.
[00016] According to an embodiment of the present invention, said one command being switching of said first mode of said electrical machine to said second mode of said electrical machine is based on real time operating parameter values during a prime mover acceleration.
[00017] According to an embodiment of the present invention, said plurality of electronic units include a plurality of sensors, a plurality of switches, an activation unit and a hybrid control unit.
[00018] According to an embodiment of the present invention, wherein said plurality of sensors include one or more speed sensors, said speed sensors being configured to provide prime mover speed; and a throttle position sensor, said throttle position sensor being configured to provide a throttle opening amount of a user operated throttle.
[00019] According to an embodiment of the present invention, said plurality of switches include one or more of brake switch, and a prime mover start switch.
[00020] According to an embodiment of the present invention, said real time operating parameter values (RTOSPV’s) include inputs from one or more of said activation unit, inputs from said hybrid control unit, inputs from said prime start switch, inputs from said brake switch, inputs from said throttle position sensor, and inputs from said speed sensor.
[00021] According to the present subject matter to attain the above-mentioned objectives, the present invention is a method of reducing clutch lag vehicle operating condition comprising plurality of steps wherein a control unit receives set of real time operating state parameters values, and determines if said set of real time operating state parameters values satisfies set of predetermined conditions during different events. Further, based on above determination, the control unit generates an output command to control an electrical machine to reduce the clutch lag.
[00022] The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00023] The foregoing disclosure is not intended to limit the present disclosure to the precise forms or particular fields of use disclosed. As such, it is contemplated that various alternate embodiments and/or modifications to the present disclosure, whether explicitly described or implied herein, are possible in light of the disclosure. Having thus described embodiments of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made in form and detail without departing from the scope of the present disclosure. Thus, the present disclosure is limited only by the claims.
[00024] In the foregoing specification, the disclosure has been described with reference to specific embodiments. However, as one skilled in the art will appreciate, various embodiments disclosed herein can be modified or otherwise implemented in various other ways without departing from the spirit and scope of the disclosure. Accordingly, this description is to be considered as illustrative and is for the purpose of teaching those skilled in the art the manner of making and using various embodiments of the disclosure. It is to be understood that the forms of disclosure herein shown and described are to be taken as representative embodiments. Equivalent elements, materials, processes or steps may be substituted for those representatively illustrated and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the disclosure. Expressions such as “including”, “comprising”, “incorporating”, “consisting of”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.
[00025] Further, various embodiments disclosed herein are to be taken in the illustrative and explanatory sense, and should in no way be construed as limiting of the present disclosure. All joinder references (e.g., attached, affixed, coupled, connected, etc.) are only used to aid the reader's understanding of the present disclosure, and may not create limitations, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer that two elements are directly connected to each other.
[00026] Additionally, all numerical terms, such as, but not limited to, “first”, “second”, “third”, “primary”, “secondary”, “main” or any other ordinary and/or numerical terms, should also be taken only as identifiers, to assist the reader's understanding of the various elements, embodiments, variations and/or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation and/or modification relative to, or over, another element, embodiment, variation and/or modification.
[00027] It will also be appreciated that one or more of the elements depicted in the drawings/figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application. Additionally, any signal hatches in the drawings/figures should be considered only as exemplary, and not limiting, unless otherwise specifically specified.
[00028] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.
[00029] Figure 1 illustrates a schematic diagram of a clutch lag reduction control system (100A) for a gasoline powered vehicle (not shown) as per embodiment, in accordance with one example of the present subject matter. A drive system (not shown) of the vehicle (not shown) comprising of a prime mover (101). As per preferred embodiment, the prime mover (101) includes a four stroke internal combustion (IC) engine. A start & stop control and the like of the prime mover (101) are carried out based on output commands from one or more control units (103). More specifically, the control unit (103), a Battery Management System (herein after “B.M.S”) (102), an instrument cluster (106), a plurality of electronic units (105) and an electric machine (104) are communicating with each other to provide the output commands via the one or more control units (103). The plurality of electronic units (105) include a plurality of sensors (105A), a plurality of switches (105B), and an activation unit (105C). The plurality of sensors (105A) include a throttle position sensor (105AA), one or more speed sensors (105AB). The opening amount of a user operated throttle (not shown) is detected by the throttle position sensor (105AA). The speed sensor (105AB) is configured to detect vehicle speed or prime mover revs. per minute (r.p.m).
[00030] To start the vehicle (not shown), the rider needs to activate the vehicle (not shown) using an activation unit (105C). The activation unit (105C) includes an ignition key or activation through a wireless communication device. After activating the vehicle (not shown), the control unit (103) receives the inputs from plurality of switches (105B). Further, after activating the vehicle (not shown), the user needs to press the prime mover start switch (105BA) and the brake switch (105BB) to crank the prime mover (101) of the vehicle (not shown). The control unit (103) based on inputs from switches generates an output command to activate the electrical machine to start the prime mover (101). The electric machine (104) operates in a first mode to start the prime mover (101). The electric machine (104) continues to operate in the first mode till real time operating state parameter values (hereinafter RTOSPV’s) satisfy a second predetermined operating conditions. Further, during operation, the control unit (103) processes the input received from the sensors (105A) to determine whether the RTOSPV’s satisfies the second set of predetermined operating conditions. Thereafter, if the detected RTOSPV’s satisfies the second set of predetermined operating conditions, the control unit (103) generates the output commands to operate the electric machine (104) in a first mode or a second mode based prime mover (101) operating conditions.
[00031] Figure 2 illustrates a schematic diagram of a clutch lag reduction control system (100B) for a hybrid vehicle (not shown) as per embodiment, in accordance with one example of the present subject matter. A drive system (not shown) of the hybrid vehicle (not shown) comprising of a prime mover (101). The prime mover (101) includes a four stroke internal combustion (IC) engine. A start & stop control and the like of the prime mover (101) are carried out based on output commands from one or more control units (103). Further, the electric machine (104) is controlled based on output commands from the control unit (103). The control unit (103), the BMS (102), the instrument cluster (106), plurality of electronic units (105), an electric machine (104) are communicating with each other to provide the output commands via the one or more control units (103). The plurality of electronic units (105) include a plurality of sensors (105A), a hybrid control unit (201), and an activation unit (105C). The plurality of sensors (105A) include a throttle position sensor (105AA), one or more speed sensors (105AB). The opening amount of a user operated throttle (not shown) is detected by the throttle position sensor (105AA). The speed sensor (105AB) are configured to detect vehicle speed or prime mover revs. per minute (r.p.m).
[00032] During operation, when rider activates the vehicle using the activation unit (105C), the BMS (101) energies the clutch lag reduction control system (100B). Immediately after activating the vehicle, the hybrid vehicle (not shown) enters into idle mode for predetermined time. During an idle mode, the hybrid vehicle (not shown), having a traction motor (not shown) and a prime mover (101), remains in immovable state. Further, based on ride mode inputs from the user, the control unit (103) generates an output command to the prime mover (101) or a traction motor (not shown). As per preferred embodiment of the present invention, when no input is received from the user the hybrid vehicle (not shown) automatically switches to default mode from the idle mode. The default mode includes an economy mode. In economy mode, the traction motor (not shown) provides driving force, so as to enable the vehicle forward and backward motion until the vehicle continues to operate within predetermined vehicle state parameter values. Thereafter, above the predetermined vehicle state parameter values the power source switches from traction motor (not shown) to the prime mover (101) to provide a driving force. During transition, the electric machine (104) starts the prime mover (101). More specifically, during this mode transition, the control unit (103) process the input received from the hybrid control unit (201) to determine if the RTOSPV’s satisfies predetermined operating conditions. Thereafter, once the RTOSPV’s satisfies the predetermined conditions, the control unit (103) gives output commands to the electric machine (104) to operate in a first mode to start the prime mover (101). The electric machine (104) performs motoring function in a first mode, and continues to operate in the first mode till RTOSPV’s satisfy the second set of predetermined operating conditions. Further, during operation, the control unit (103) processes the input received from the sensors (105A) to determine the RTOSPV’s satisfy a second set of predetermined operating conditions. Thereafter, once the detected RTOSPV’s are satisfy the second set of predetermined operating conditions, the control unit (103) generates the output commands to operate the electric machine (104) in the first mode or second mode operating conditions of the prime mover (101). As per one embodiment, said hybrid control unit (201) being integrated with said control unit (103).
[00033] Figure 3 illustrates a flow chart of a method of reducing clutch lag during prime mover operating conditions as per embodiment, in accordance with one example of the present subject matter. The method of reducing clutch lag during vehicle operating condition includes plurality of steps. At step (S101), the control unit receives a first set of real time operating state parameters values (hereinafter first set of RTOSPV’s) from one or more electronic units. The said electronic units includes one or more of the activation unit, the prime mover switch, the brake switch, and the hybrid control unit. For a gasoline powered vehicle the first set of RTOSPV’s includes inputs from the activation unit, the prime mover start switch, and the brake switch. Further, for a hybrid vehicle, the first set of RTOSPV’s includes inputs from a hybrid control unit. Thereafter, at step (S102), the control unit determines as a first event, whether a first set of RTOSPV’s satisfy a first set of predetermined conditions. For a gasoline powered vehicle the first set of predetermined conditions include activation unit being in ON condition, the prime mover switch in ON condition, the brake switch in ON condition. Further, for a hybrid vehicle, the first set of predetermined conditions includes positive signal from the hybrid control unit. Thereafter, at step (S103), based on affirmative determination at step (S102), the control unit generates an output command to start a prime mover by activating an electrical machine in a first mode. The first mode includes a motoring mode, wherein said electric machine being configured to draw current from one or more power source to start said prime mover. However, on negative determination at step (S102), the processing returns to step (S101) in a loop. On a positive determination at step (S102), the processing moves to step (S104). At step (S104), the control unit receives second set of RTOSPV’s by from one or more electronic units. The second set of RTOSPV’s includes inputs from the speed sensor, and a throttle position sensor when said electrical machine being operating in a first mode. Thereafter, at step (S105), the control unit determines as a second event, whether said second set of RTOSPV’s satisfy a second predetermined condition. The second predetermined condition includes a throttle position> 0. Thereafter, based on affirmative determination at step (S105), at step (S106A), the control unit determines as a third event, whether said second set of RTOSPV’s satisfy a third set of predetermined condition. The third set of predetermined condition includes a prime mover rpm being greater or equal to a clutch-in rpm, where the clutch-in rpm being the rpm at which the clutch is said to be in an engaged condition The said clutch-in rpm ranges from 2700 rpm to 5500 rpm. Further, based on negative determination at step (S105), at step (S106B), the control unit determines, as a fourth event, whether said second set of RTOSPV’s satisfies a fourth set of predetermined condition. The fourth set of predetermined condition includes the prime mover rpm being greater than or equal to an idling rpm. Based on affirmative determination at step (S106A), or step (S106B), the processing moves to step (S107) where the control unit generates an output command to switch said electrical machine from said first mode to a second mode. The second mode includes a generation mode wherein said electrical machine being configured to charge one or more power source. However, on negative determination at step (S106A) or (S106B), the processing returns to step (S104) in a loop. Thereafter, at step (S108), the control unit receives third set of inputs from one or more electronic units. The third set of RTOSPV’s includes inputs from the speed sensor, and the throttle position sensor when said electrical machine being operating in the second mode. Thereafter, at step (S109), the control unit determines as a fifth event, whether said third set of RTOSPV’s satisfy a fifth predetermined condition. The fifth predetermined condition includes a throttle Position > 0, and the prime mover rpm being less than or equal to the clutch-in rpm. Thereafter based on affirmative determination at step (S109), at step (S110), the control unit switches said electrical machine from said second mode to said first mode. Further, the processing continues in a closed loop from the step (S104). As per preferred embodiment, the electrical machine includes an integrated starter generator being configured to have capacity greater than equal to 200 watts.
[00034] Figure 4 illustrates a graphical representation depicting the difference between clutch lag time in seconds in conventional powertrain and proposed powertrain, as per embodiment, in accordance with one example of the present subject matter. Preferably, the vertical axis signifies the time in seconds. As shown in the graph, a column (B) represents the clutch lag in the conventional powertrain. Further, a column (A) represents the clutch lag in the proposed powertrain. Thus, it is clearly evident from the graph that clutch lag is significantly less (about 1/3rd) in the currently improved powertrain as compare to the conventional powertrain.
[0001] According to above architecture, the primary efficacy of the present invention is that a reduction in clutch lag without comprising the vehicle performance is achieved. Specifically, the electrical machine performs motoring function based on estimated vehicle operating condition especially based on prime mover operating conditions. More specifically, the electrical machine performs motoring function till prime mover clutch-in rpm is reached when vehicle accelerates and beyond the clutch-in rpm, the electrical machine performs charging function when the vehicle is in acceleration condition. However, when vehicle decelerates even below clutch-in rpm and above idling rpm the electrical machine continue to be in generation mode. Thus, the electrical machine still charges the power source, and improves the vehicle performance.
[0002] According to above architecture, the primary efficacy of the present invention is that dedicated systems to reduce clutch lag being eliminated which reduces the overall weight of the vehicle and provides a simple and cost-effective solution. This less weight design improves fuel economy of IC engine powered vehicle, whereas extends the driving range of the hybrid vehicle in pure electric mode thereby improving energy conservation.
[0003] The above-described embodiments, and particularly any “preferred” embodiments, are possible examples of implementations and merely set forth for a clear understanding of the principles of the invention. Further, the vehicle can be hybrid vehicle having an in-wheel hub motor or independent traction motor. It will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.

List of References:

100A, 100B – Clutch lag reduction control system
101 – Prime mover
102 – Battery Management system
103 –Control unit
104 – Electric machine
105 – Plurality of electronic units
105A – Plurality of sensors
105AA – Throttle position sensor
105AB – Speed sensor
105B – Plurality of switches
105BA – Prime mover start switch
105BB – Brake switch
105C- Activation unit
106 –Instrument cluster
107 – Power source
201 – Hybrid control unit
,CLAIMS:We Claim:
1. A lag reduction control system (100A, 100B) of a clutch for a vehicle, said system comprising:
a prime mover (101);
a battery management system (102), said battery management system (102) activating said clutch lag reduction control system (100A, 100B) based on inputs from one or more electronic units (105);
an electric machine (104), said electric machine (104) being electrically connected to a power source (107); and
one or more control units (103), said one or more control units (103) being configured to receive a real time operating state parameter values (RTOSPV’s) from said electronic units (105), and determine whether said real time operating state parameter values (RTOSPV’s) satisfy a one or more predetermined operating conditions; further wherein
based on above determination, said one or more control units (103) being configured to selectively generate an output command to control said electric machine (104) for operating said electrical machine (104) in one or more of a first mode and a second mode.

2. The lag reduction control system (100A, 100B) of a clutch for a vehicle as claimed in claim 1, wherein the output command includes at least one command, said command being activating said electric machine (104) in said first mode to start said prime mover (101).

3. The lag reduction control system (100A, 100B) of a clutch for a vehicle as claimed in claim 2, wherein the output command includes at least one command:
said one command being switching of said first mode of said electric machine (104) to said second mode of said electric machine (104) based on real time operating parameter values during a prime mover acceleration.

4. The lag reduction control system (100A, 100B) of a clutch for a vehicle as claimed in claim 1, wherein said plurality of electronic units (105) include a plurality of sensors (105A), a plurality of switches (105B), an activation unit (105C) and a hybrid control unit (201).

5. The lag reduction control system (100A, 100B) of a clutch for a vehicle as claimed in claim 4, wherein said plurality of sensors (105A) include
one or more speed sensors (105AB), said speed sensors (105AB) being configured to provide prime mover speed; and
a throttle position sensor (105AA), said throttle position sensor (105AA) being configured to provide an opening amount of a user operated throttle.

6. The lag reduction control system (100A, 100B) of a clutch for a vehicle as claimed in claim 4, wherein said plurality of switches (105B) include one or more of
a brake switch (105BB), and
a prime mover start switch (105BA).

7. The lag reduction control system (100A, 100B) of a clutch for a vehicle as claimed in claim 1, wherein said real time operating parameter values (RTOSPV’s) include inputs from one or more of said activation unit (105C), inputs from said hybrid control unit (201), inputs from said prime start switch (105BA), inputs from said brake switch (105BB), inputs from said throttle position sensor (105AA), and inputs from said speed sensor (105AB).

8. A method of reducing lag of a clutch during vehicle operating condition, said method comprising of following steps:
at step (S101), receiving, by at least one control unit, a first set of real time operating state parameters values (RTOSPV’s) from a one or more electronic units;
at step (S102), determining as a first event, whether said first set of real time operating state parameters values (RTOSPV’s) satisfies a first set of predetermined conditions;
at step (S103), based on affirmative determination at step (S102), said one or more control unit generates an output command to start a prime mover by activating an electrical machine in a first mode;
at step (S104), receiving, by at least one or more control units, a second set of real time operating state parameters values (RTOSPV’s) as inputs from a one or more electronic units;
at step (S105), determining as a second event, whether said second set of real time operating state parameters values (RTOSPV’s) satisfies a second set of predetermined conditions;
at step (S106A), based on affirmative determination at step (S105), determining as a third event, whether said second set of real time operating state parameters values (RTOSPV’s) satisfies a third set of predetermined conditions;
at step (S106B), based on negative determination at step (S105), determining as a fourth event, whether said second set of real time operating state parameters values (RTOSPV’s) satisfies a fourth set of predetermined conditions;
at step (S107), based on affirmative determination at step (S106A), or step (S106B), switch said electrical machine from said first mode to a second mode;
at step (S108), receiving, by at least one control unit, a third set of real time operating state parameters values (RTOSPV’s) as inputs from one or more electronic units;
at step (S109), determining as a fifth event, whether said third set of real time operating state parameters values (RTOSPV’s) satisfies a fifth set of predetermined conditions;
at step (S110), based on affirmative determination at step (S109) switch said electrical machine from said second mode to said first mode.
9. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said first set of real time operating state parameters values (RTOSPV’s) includes one or more of:
Inputs from an activation unit,
Inputs from a prime mover start switch, and
Inputs from a brake switch.
10. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said first set of real time operating state parameters values (RTOSPV’s) includes inputs from a hybrid control unit.
11. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said first set of predetermined conditions includes said activation unit being in an ON condition, said prime mover switch being in an ON condition, and said brake switch being in an ON condition.
12. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said first set of predetermined conditions includes a positive signal from said hybrid control unit.
13. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein on negative determination at step (S102), the processing returns to step (S101).
14. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said second set of real time operating state parameters values (RTOSPV’s) includes inputs from one or more of said speed sensor, and said throttle position sensor when said electrical machine being operating in said first mode.
15. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said second set of predetermined condition includes a throttle position being greater than 0.
16. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said third set of predetermined condition includes a prime mover rpm greater than or equal to a clutch-in rpm.
17. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 16, wherein said clutch-in rpm ranges from 2700 rpm to 5500 rpm.
18. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said fourth set of predetermined condition includes said prime mover rpm greater than or equal to an idling rpm of said prime mover.
19. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 18, wherein said idling rpm ranges from 600 rpm to 2500 rpm.
20. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein on negative determination at step (S106A) or (S106B), the processing returns to step (S104).
21. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said third set of real time operating state parameters values (RTOSPV’s) includes inputs from one or more of said speed sensor, and said throttle position sensor when said electrical machine being operating in said second mode.
22. The method of reducing lag of a clutch during vehicle operating conditions as claimed in claim 8, wherein said fifth set of predetermined condition includes a throttle Position greater than 0, and a prime mover rpm less than or equal to a clutch-in rpm of said clutch.
23. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said electrical machine when in said first mode being configured to draw current from one or more power source to start said prime mover.
24. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said electrical machine when in said second mode being configured to charge one or more power source.
25. The method of reducing lag of a clutch during vehicle operating condition as claimed in claim 8, wherein said electrical machine being an integrated starter generator (ISG) having a capacity greater than equal to 200 watts.
26. A vehicle as per any of the preceding claims being a straddle type two wheeled vehicle or a three wheeled vehicle or a four wheeled vehicle.