Claims:1. A mechanism (100) for switching operation of an internal combustion engine between a 4-stroke mode and a 2-stroke mode, the mechanism (100) comprising:
a pair of driving members (4, 5) disposed on a crankshaft (1) and connectable to a pair of driven members (18, 19) disposed on a camshaft of the engine, wherein a first driving member (4) of the pair of driving members (4, 5) is configured to drive a first driven member (18) of the pair of driven members (18, 19) to operate the engine in 4-stroke mode and a second driving member (5) of the pair of driving members (4, 5) is configured to drive a second driven member (19) of the pair of driven members (18, 19) to operate the engine in 2-stroke mode; and
a clutch (6) disposed between the first driving member (4) and the second driving member (5) on the crankshaft, wherein the clutch (6) rotates along with the crankshaft and is axially displaceable by an actuation mechanism to selectively engage with at least one of the first driving member (4) and the second driving member (5), based on an engine drive mode being selected between the 4-stroke mode and the 2-stroke mode.
2. The mechanism (100) as claimed in claim 1, wherein a diameter of the first driving member (4) is smaller than the diameter of the second driving member (5).

3. The mechanism (100) as claimed in claim 1, wherein the diameter of the first driving member (4) is in a ratio of 1:2 with the diameter of the first driven member (18).

4. The mechanism (100) as claimed in claim 1, wherein the diameter of the second driving member (5) is in the ratio of 1:1 with the diameter of the second driven member (19).

5. The mechanism (100) as claimed in claim 1, wherein the first driving member (4) and the second driving member (5) are rotatably mounted on the crankshaft (1) through a bearing (3).

6. The mechanism (100) as claimed in claim 1, wherein a bore defined in the clutch (6) and a clutch engaging surface of the crankshaft (1) are defined with completing spline profile to movably couple the clutch (6) with the crankshaft (1).

7. The mechanism (100) as claimed in claim 1, comprises a resilient member (7), disposed between the clutch (6) and the second driving member (5), wherein the resilient member (7) is configured to bias the clutch (6) towards the first driving member (4), when the engine drive mode is operated from the 2-stroke mode to the 4-stroke mode.

8. The mechanism (100) as claimed in claim 1, wherein the actuation mechanism is configured to axially displace the clutch (6) towards the second driving member (4), when the engine drive mode is operated from the 4-stroke mode to the 2-stroke mode.

9. The mechanism (100) as claimed in claim 1, wherein the actuation mechanism includes an electromagnetic disc (8) coupled to each of the first driving member (4) and the second driving member (5), wherein energizing the electromagnetic disc (8) coupled to the first driving member (4) selectively actuates the clutch (6) towards the first driving member (4) to operate the engine in 4-stroke mode and energizing the electromagnetic disc (8) coupled to the second driving member (5) selectively actuates the clutch (6) towards the second driving member (5) to operate the engine in the 2-stroke mode.

10. The mechanism (100) as claimed in claim 1, wherein the actuation mechanism includes a plunger (9) coupled to the clutch (6) and a hydraulic actuator, wherein the plunger (9) upon receiving hydraulic force from the hydraulic actuator actuates the clutch (6) towards the second driving member (5) from the first driving member (4) to operate the engine in the 2-stroke mode.

11. The mechanism (100) as claimed in claim 1, wherein the actuation mechanism includes a fork (12) connected to the clutch (6) and a pneumatic actuator (13) connected to the fork (12) to selectively actuate the clutch (6) towards the second driving member (5) from the first driving member (4) to operate the engine in the 2-stroke mode.

12. The mechanism (100) as claimed in claim 1, comprises an alignment mechanism to align and engage the clutch (6) with the second driving member (5) with the phase difference of 180 degrees.

13. The mechanism (100) as claimed in claim 12, wherein the alignment mechanism includes at least one protrusion (10) extending from the clutch (6) and at least one slot (11) defined in the first driving member (4) and the second driving member (5), wherein the at least one protrusion (10) is accommodated in the slot (11) and engages with an end portion of the slot (11) for aligning the clutch (6) with the phase difference of 180 degrees.

14. A vehicle comprising a mechanism (100) for switching operation of an internal combustion engine between a 4-stroke mode and a 2-stroke mode as claimed in claim 1, the mechanism comprising:
a pair of driving members (4, 5) disposed on a crankshaft (1) and connectable to a pair of driven members (18, 19) disposed on a camshaft of the engine, wherein a first driving member (4) of the pair of driving members (4, 5) is configured to drive a first driven member (18) of the pair of driven members (18, 19) to operate the engine in 4-stroke mode and a second driving member (5) of the pair of driving members (4, 5) is configured to drive a second driven member (19) of the pair of driven members (18, 19) to operate the engine in 2-stroke mode; and
a clutch (6) disposed between the first driving member (4) and the second driving member (5) on the crankshaft, wherein the clutch (6) rotates along with the crankshaft and is axially displaceable by an actuation mechanism to selectively engage with at least one of the first driving member (4) and the second driving member (5), based on an engine drive mode being selected between the 4-stroke mode and the 2-stroke mode.
, Description:TECHNICAL FIELD
Present disclosure, in general, relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to internal combustion engines. Further, embodiments of the present disclosure relate to a mechanism for switching operation of an internal combustion engine between a 4-stroke mode and a 2-stroke mode.

BACKGROUND OF THE DISCLOSURE

Internal combustion engines [also referred to as “IC engines”] are employed in vehicles to provide required power and torque for maneuvering the vehicle. The IC engines are categorized based on operating fuels and thermal cycles for operation. Common thermal cycles employed for operation of the IC engine are 4-stroke cycle and 2-stroke cycle. Conventionally, engines operating under 4-stroke cycle [also referred to as 4-stroke engines] are widely employed for automotive applications due to their high-speed performance and wide power band, whereas the 4-stroke engines have torque limitations at low speed. On the contrary, 2-stroke engines produces high torque at low engine speed, while having narrow power band and comparatively low performance, emission characteristics and fuel economy to that of the 4-stroke engine.

Generally, in the vehicles there is demand for high lower end torque to over-come initial resistance for take-off from stand still condition and/or when the vehicle is moving up a gradient surface or under loaded condition. When the lower end torque is low, higher power is required to be produced for propelling the vehicle to cruising condition from the stand still condition. To meet such power demand, conventionally, vehicle manufactures produce the 4-stroke engines having higher capacity to meet variation in torque demand during take-off and/or restart on the gradient surface, however these higher capacity 4-stroke engines may not be necessary for cruising condition of the vehicle. The vehicles employed with such higher capacity 4-stroke engines utilize full capacity of the engine only under condition where there is high torque demand and during the remaining operational life, the engine runs under low load which causes in poor thermal efficiency.

With advent of technology, some engines have been modified to selectively operate on the 4-stroke cycle and 2-stroke cycles based on the torque requirement, which enables a lower capacity engine to power the vehicle without compromising vehicle performance. The lower capacity engines operate under full capacity during majority of the operational life and operate at most optimum thermal efficient zone with improved fuel economy, lower weight, lower cost, and good driveability. However, the engines that are adapted to operate both on the 4-stroke cycle and 2-stroke cycles require complex mechanisms that include separate camshafts, gears, connecting members, ignition components for each of the 4-stroke cycle and 2-stroke cycles and a skilled operator to shift the engine operations from the 4-stroke cycle to the 2-stroke cycle. Further, the shift between the 4-stroke cycle to the 2-stroke cycle may be possible only when the engine is in OFF condition which is cumbersome and time consuming.

The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional mechanisms.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the prior art are overcome by a mechanism as claimed and additional advantages are provided through the mechanism as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the present disclosure a mechanism for switching operation of an internal combustion engine between a 4-stroke mode and a 2-stroke mode is disclosed. The mechanism includes a pair of driving members disposed on a crankshaft and connectable to a pair of driven members disposed on a camshaft of the engine. A first driving member of the pair of driving members is configured to drive a first driven member of the pair of driven members to operate the engine in 4-stroke mode and a second driving member of the pair of driving members is configured to drive a second driven member of the pair of driven members to operate the engine in 2-stroke mode. Further, a clutch is disposed between the first driving member and the second driving member on the crankshaft, wherein the clutch rotates along with the crankshaft, and is axially displaceable by an actuation mechanism to selectively engage with at least one of the first driving member and the second driving member, based on an engine drive mode being selected between the 4-stroke mode and the 2-stroke mode.

In an embodiment, a diameter of the first driving member is smaller than the diameter of the second driving member.

In an embodiment, the diameter of the first driving member is in a ratio of 1:2 with the diameter of the first driven member.

In an embodiment, the diameter of the second driving member is in the ratio of 1:1 with the diameter of the second driven member.

In an embodiment, the first driving member and the second driving member are rotatably mounted on the crankshaft through a bearing.

In an embodiment, a bore defined in the clutch and a clutch engaging surface of the crankshaft are defined with completing spline profile to movably couple the clutch with the crank shaft.

In an embodiment, the mechanism comprises a resilient member, disposed between the clutch and the second driving member, where the resilient member is configured to bias the clutch towards the first driving member, when the engine drive mode is operated from the 2-stroke mode to the 4-stroke mode.

In an embodiment, the actuation mechanism is configured to axially displace the clutch towards the second driving member, when the engine drive mode is operated from the 4-stroke mode to the 2-stroke mode.

In an embodiment, the actuation mechanism includes an electromagnetic disc coupled to each of the first driving member and the second driving member, where energizing the electromagnetic disc coupled to the first driving member selectively actuates the clutch towards the first driving member to operate the engine in 4-stroke mode and energizing the electromagnetic disc coupled to the second driving member selectively actuates the clutch towards the second driving member to operate the engine in the 2-stroke mode.

In an embodiment, the actuation mechanism includes a plunger coupled to the clutch and a hydraulic actuator, where the plunger upon receiving hydraulic force from the hydraulic actuator actuates the clutch towards the second driving member from the first driving member to operate the engine in the 2-stroke mode.

In an embodiment, the actuation mechanism includes a fork connected to the clutch and a pneumatic actuator connected to the fork to selectively actuate the clutch towards the second driving member from the first driving member to operate the engine in the 2-stroke mode.

In an embodiment, the mechanism comprises an alignment mechanism to align and engage the clutch with the second driving member with the phase difference of 180 degrees.

In an embodiment, the alignment mechanism includes at least one protrusion extending from the clutch and at least one slot defined in the first driving member and the second driving member, where the at least one protrusion is accommodated in the slot and engages with an end portion of the slot for aligning the clutch with the phase difference of 180 degrees.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, 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 figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Fig. 1 illustrates a mechanism for switching operation of an internal combustion engine between 4 stroke mode and 2 stroke mode with an electromagnetic actuation mechanism, in accordance with an embodiment of the present disclosure.

Fig. 2 illustrates the mechanism for switching operation of the internal combustion engine with a hydraulic actuation mechanism, in accordance with an embodiment of the present disclosure.

Fig. 3 illustrates the mechanism for switching operation of the internal combustion engine with a pneumatic actuation mechanism, in accordance with an embodiment of the present disclosure.

Fig. 4 illustrates an alignment mechanism employed in the mechanism, in accordance with an embodiment of the present disclosure.

Fig. 5 illustrates the mechanism connected to a pair of driven members, in accordance with an embodiment of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and method illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that, the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other mechanisms, methods, processes, systems, devices, and assemblies for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that, such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a mechanism, an assembly, or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

In accordance with various embodiments of the present disclosure, a mechanism for switching operation of an internal combustion engine between a 4-stroke mode and a 2-stroke mode is disclosed. The mechanism includes a pair of driving members disposed on a crankshaft and connectable to a pair of driven members disposed on a camshaft of the engine. A first driving member of the pair of driving members is configured to drive a first driven member of the pair of driven members to operate the engine in 4-stroke mode and a second driving member of the pair of driving members is configured to drive a second driven member of the pair of driven members to operate the engine in 2-stroke mode. Further, a clutch is disposed between the first driving member and the second driving member on the crankshaft, wherein the clutch rotates along with the crankshaft, and is axially displaceable by an actuation mechanism to selectively engage with at least one the first driving member and the second driving member, based on an engine drive mode being selected between the 4-stroke mode and the 2-stroke mode. The mechanism enables an operator to switch between the 4-stroke mode and the 2-stroke mode of the engine even during movement of a vehicle.

Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals will be used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to Figs. 1-4.

A vehicle employ an internal combustion engine [hereafter also referred to as IC engine] that operates by combusting of fuel being supplied. The vehicle may be including but not limited to a passenger vehicle, light duty vehicle, heavy duty vehicles and any other vehicle employing the IC engine. The IC engine may operate based on thermal cycles for combustion process, where the IC engines may be classified based on number of thermal cycles being performed for generating power, which may be at least one of a 4-stroke cycle and a 2-strokecycle. While operating the IC engine in the 4-stroke cycle, combustion process in the IC engine is completed for every two-revolutions of a crankshaft (1) connected to a piston of such IC engine, for operating the IC engine in a 4-stroke mode. Whereas, operating the IC engine in the 2-stroke cycle, combustion process is completed in each revolution of the crankshaft (1), whereby delivering power during each revolution of the crankshaft (1), for operating the IC engine in a 2-stroke mode. Further, the IC engine includes a cylinder block [not shown in Figs] which may be defined with a plurality of cylinders, where each cylinder of the plurality of cylinders is configured to house the piston. An engine head is mounted on the cylinder block, to cover the plurality of cylinders, where the engine head is defined with at least one inlet port and at least one exhaust port that are defined corresponding to each other of the plurality of cylinders. Furthermore, at least one inlet valve and at least one exhaust valve are disposed in the engine head for selectively opening and closing the at least one inlet port and the at least one exhaust port corresponding to each of the plurality of cylinders. A first camshaft (16) may be disposed in the IC engine to operate the inlet valve and a second camshaft (17) may be disposed in the IC engine to operate the exhaust valve [as seen in Fig. 5].

Fig. 1 illustrates a mechanism (100) for switching operation of the IC engine between the 4-stroke mode and the 2-stroke mode. The mechanism (100) includes a pair of driving members (4, 5) that are disposed on the crankshaft (1) of the IC engine. The pair of driving members (4, 5) are connectable to a pair of driven members (18, 19) [as seen in Fig. 5] that are disposed on the camshafts (16, 17) of the IC engine. A first driving member (4) of the pair of driving members (4, 5) is configured to drive a first driven member (18) of the pair of driven members (18, 19) to operate the IC engine in 4-stroke mode. A second driving member (5) of the pair of driving members (4, 5) is configured to drive a second driven member (19) of the pair of driven members (18, 19) to operate the IC engine in 2-stroke mode. In an embodiment, the pair of driving members (4, 5) may be including, but not limited to, a sprocket, a gear, a pulley, and any other mechanical element/component capable of being disposed on the crankshaft (1) and driving at least one driven member of the pair of driven members (18, 19). Further, the pair of driven members (18, 19) may be including, but not limited to a sprocket, a gear, and a pulley corresponding to the pair of driving members (4, 5) is disposed over the camshaft. The first driven member (18) may include at least two members each disposed over the first camshaft (16) that operates the inlet valves and the second camshaft (17) that operates the exhaust valves [as seen in Fig. 5]. Furthermore, the pair of driving members (4, 5) and the pair of driven members (18, 19) are connected by connecting means which are adapted to transmit motion from the pair of driving members (4, 5) and the pair of driven members (18, 19). In an embodiment, the connecting means may be one of but not limited to chain, gears, and belt.

In an exemplary embodiment, the first driving member (4) and the second driving member (5) are rotatably mounted on the crank shaft through a bearing (3). The first driving member (4) is defined with a diameter smaller than the diameter of the second driving member (5). Further, the diameter of the first driving member (4) may be in a ratio of about 1:2 to the diameter of the first driven member (18) such that one rotation of the crankshaft (1) may correspond to half rotation of the camshaft to facilitate operation of the IC engine in the 4-stroke mode. Furthermore, the diameter of the second driving member (5) may be in the ratio of 1:1 with the diameter of the second driven member (19) such that one rotation of the crankshaft (1) facilitates one rotation of the camshaft to drive the IC engine in the 2-stroke mode. Additionally, the pair of driven members (18, 19) are adapted to operate the camshaft at different time intervals based on the mode selected. The camshaft in the 2-stroke mode operates the valves in half the time interval of the 4-stroke mode.

In an embodiment, the diameter and the ratio between the pair of driving members (4, 5) and the pair of driven members (18, 19) may vary based on operation of the IC engine.

Further, the mechanism (100) includes a clutch (6) disposed between the first driving member (4) and the second driving member (5) on the crankshaft (1). The clutch (6) is adapted to rotate along with the crankshaft (1) and is configured to axially displace when actuated by an actuation mechanism (100). The clutch (6) upon actuation, selectively engages with at least one of the first driving member (4) and the second driving member (5), based on an engine drive mode being selected between the 4-stroke mode and the 2-stroke mode. The clutch (6) is defined with a bore having spline profile which complement a spline profile extending from a clutch engaging surface of the crankshaft (1), such that the clutch (6) is movably coupled to the crankshaft (1) in the axial direction. Further, the spline profile defined in the bore of the clutch (6) and the crankshaft (1) mesh together and transmit rotational motion form the crankshaft (1) to the clutch (6). Furthermore, the clutch (6) engaging surface of the crankshaft (1) is defined with a groove (2) to receive a stopper (15) extending from the clutch (6) such that the displacement of the clutch (6) in the axial direction is restricted between the first driving member (4) and the second driving member (5).

Additionally, the mechanism (100) includes a resilient member (7), disposed between the clutch (6) and the second driving member (5). The resilient member (7) is configured to bias the clutch (6) towards the first driving member (4) when the clutch (6) is de-actuated. The biasing force acting on the clutch (6) towards the first driving member (4) may enable the engine to operate in the 4-stroke mode when the clutch (6) is biased and retained to engage with the first driving members (4) to operate the IC engine in the 4-stroke mode. Further, upon selection of the 2-stroke mode by an operator, the actuation mechanism is configured to axially displace the clutch (6) towards the second driving member (5). Furthermore, upon selection of the 4-stroke mode when the IC engine is operating in the 2-stroke mode by the driver, the actuation mechanism is disengaged, and the biasing force exerted by the resilient member (7) axially displaces the clutch (6) back towards the first driving member (4).

In an embodiment, the resilient member (7) may be disposed between the first driving member (4) and the clutch (6) to bias the clutch (6) towards the first driving member (4). The resilient member (7) may be a compression spring, an extension spring, a torsion spring, and any other member capable of imparting elastic properties.

Further referring to Fig. 1, the actuation mechanism includes an electromagnetic disc (8) coupled to the first driving member (4) and the second driving member (5). The clutch (6) associated with the actuation mechanism is made of magnetic material or any ferrous material which is attracted to a magnetic force generated by the electromagnetic disc (8) when supplied with electrical energy. The driver upon selecting the 2-stroke mode, the electromagnetic disc (8) coupled to the second driving member (5) is energized to attract the clutch (6) and selectively actuate the clutch (6) from the first driving member (4) towards the second driving member (5) and operate the IC engine in the 2-stroke mode. Further, the driver upon selecting the 4-stroke mode, the electromagnetic disc (8) coupled to the first driving member (4) is energized to attract the clutch (6), in order to selectively actuate the clutch (6) that is engaged with the second driving member (5) towards the first driving member (4) and operate the IC engine in 4-stroke mode.

In an embodiment, the mechanism (100) may be disposed within the engine block, to operate in a lubricated environment. It may also be noted that the mechanism (100) may be incorporated outside the engine block and may also be operated without lubrication, based on configuration of components, and working principle of the mechanism. In an embodiment, the pair of driving members (4, 5) and the clutch (6) may be disposed within the crankcase of the IC engine and the pair of driven members (18, 19) may be disposed within the engine head.

In an embodiment, the clutch (6) and pair of driving members (4, 5) are connected to the crankshaft (10 using at least one of keyway, spline, clamp, frictional means, and any other means of connecting that may allow selective displacement of the clutch (6) relative to the each of the pair of driving members (4, 5).

Fig. 2 illustrates the mechanism (100) for hydraulically switching operation of the IC engine having the actuation mechanism. The actuation mechanism includes a plunger (9) configured to abut the clutch (6), where the plunger may abut the clutch due to hydraulic pressure exerted by a hydraulic actuator [not shown] employed with the mechanism (100). In an embodiment, the hydraulic actuator may be positioned away from the mechanism (100) and a hydraulic fluid may be pressurized by the hydraulic actuator to selectively displace the plunger (9) and actuate the clutch (6). The hydraulic fluid may be channelized through pipes, conduits, or through the crankshaft (1). The driver upon selecting the 2-stroke mode, the hydraulic actuator is configured to exert hydraulic force on the plunger (9) to actuate the clutch (6) towards the second driving member (5) from the first driving member (4) for operating the IC engine in the 2-stroke mode. Further, the driver upon selecting the 4-stroke mode, the hydraulic actuator is de-actuated and the hydraulic force on the plunger (9) is released, that enables the clutch (6) to return back towards the first driving member (4) due to the biasing force of the resilient member (7).

Now referring to Fig. 3 which illustrates the mechanism (100) for switching operation of an IC engine having the actuation mechanism that is operated pneumatically. The actuation mechanism includes a fork (12) connected to the clutch (6) and a pneumatic actuator (13) connected to the fork (12). The pneumatic actuator (13) selectively actuates the clutch (6) by displacing the fork (12) from the first driving member (4) towards the second driving member (5) for operating the IC engine in the 2-stroke mode. In an embodiment, the resilient member (7) may be connected to the fork (12) to bias the fork (12) towards the first driving member (4).

Fig. 4 illustrates an alignment mechanism which is adapted in the mechanism (100) to align and engage the clutch (6) with the first driving member (4) and the second driving member (5) with a phase difference in the range of 180 degrees when the clutch (6) is actuated between the first driving member (4) and the second driving member (5). The phase difference of 180 degrees enables the camshaft to change the operation of the IC engine from the 4-stroke mode to the 2-stroke mode. In an embodiment, the alignment mechanism includes at least one protrusion (10) that extends from the clutch (6) and at least one slot (11) defined in the first driving member (4) and the second driving member (5). The at least one protrusion (10) extending from the clutch (6) is adapted to be accommodated within the at least one slot (11) and engage with an end portion of the slot (11). The at least one groove (2) enables the at least one protrusion (10) of clutch (6) rotate and attain the phase difference before engaging with the first driving member (4) or the second driving member (5) as the at least one protrusion (10) engages with the end portion of the at least one groove (2).

In an embodiment, the actuation mechanism may be connected with a tone wheel of the IC engine or the crankshaft (1) position sensor. The actuation mechanism may be configured to actuate with a delay based on the signals from the tone wheel or the crankshaft (1) position sensor to engage with the first driving member (4) and the second driving member (5) with a phase difference of 180 degrees.

In an embodiment, the actuation mechanism may be connected to an electronic control unit of the vehicle to actuate the clutch. The electronic control unit may receive inputs from an input module such as switch, touch screen button, operated by the driver in the cabin of the vehicle to operate the vehicle in the 4-stroke mode and the 2-stroke mode. The electronic control unit upon receiving signals from the switch transmits operational signals to the actuation mechanism to actuate the clutch and selectively operate the vehicle in the 4-stroke mode and the 2-stroke mode. The electronic control unit may be a centralized control unit of the vehicle or may be a dedicated control unit to the mechanism (100) associated with the electronic control unit of the vehicle. The electronic control unit may also be associated with other control units including, but not limited to, a body control module (BCM), a central control module (CCM), a general electronic module (GEM), control unit (CU), steering control unit (SCU) and the like. The electronic control unit (22) may include specialized processing units such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, other line of processors, and the like.

Further, the vehicle cabin may include at least one switch on a dashboard, on the console or on a steering wheel of the vehicle to operate the IC engine between the 4-stroke mode and the 2-stroke mode based on the driver’s requirement. In an embodiment, the switch may be one of but not limited to a knob and a regulator.

In an embodiment, the clutch (6) may be including but not limited to a conical clutch, friction clutch, single plate clutch, multi plate clutch, centrifugal clutch, semi-centrifugal clutch, diaphragm clutch. In an embodiment, the clutch (6) may be an electromagnetic clutch, a pneumatic clutch, a hydraulic clutch and anu other clutch that may be operated by transmitting electrical inputs. Further, first driving member (4) and the second driving member (5) may be tapered to fit within the clutch (6).

In an embodiment, synchronizing rings (14) may be disposed between the clutch (6) and the pair of driving members (4, 5) to reduce the variation in speed between clutch (6) and the pair of driving members (4, 5) prior to engagement. The synchronizing rings (14) may be made of suitable friction material like but not limited to brass, hardened steel, etc. In an embodiment, brass synchronizing rings (14) may be disposed between the clutch (6) and the pair of driving members (4, 5).

In an embodiment, the bearing (3) may be one of but not limited to roller bearing, a needle bearing, journal bearing, and any other bearing suitable for enabling free rotation of a component attached to the bearing.

In an embodiment, a supercharger may be operably connected to the IC engine. The electronic control unit may be configured to operate the supercharger in the 2-stroke mode to supply scavenging air into the IC engine and meet the air requirement of the 2-stroke mode.

In an embodiment, the electronic control unit may be configured to regulate the ignition timing of the IC engine based on the 4-stroke mode or the 2-stroke mode being selected.

In an embodiment, the engine may be an in-cylinder injection type engine to minimize losses of fuel in the 2-stroke mode. Further, the IC engine may be a naturally aspirated engine or a turbocharged engine. The engine may be one of but not limited to a petrol engine, a diesel engine, and CNG engine which require internal combustion.

In an embodiment, each of the pair of driving members (4, 5) may be integrated to form a single unit. The first driving member (4) and the second driving member (5) may be integrally connected with each other such that operation of the clutch (6) may disengage connection between the pair of driving members (4, 5) and the pair of driven members (18, 19). The integrally formed pair of driving members (4, 5) may take up less space and render the mechanism compact.

In an embodiment, the mechanism (100) enables extraction of more power from the same IC engine hardware.

In an embodiment, the mechanism (100) enables the IC engine to operate with a wide powerband.

In an embodiment, the mechanism (100) improves lower end torque of the IC engine without increasing the engine capacity.

In an embodiment, the mechanism (100) enables engine downsizing which decreases powertrain size, weight, and cost of manufacturing.

In an embodiment, the mechanism (100) enables smaller capacity IC engines to be applied to high load conditions that result in the IC engine to operate under full load for the majority of the operational life and provides better fuel efficiency and thermal efficiency. The higher thermal efficiency aids in effective after treatment of the exhaust gasses.

In an embodiment, the mechanism (100) enables the driver to shift between 4-stroke mode and 2-stroke mode on the fly without the need to switch OFF the IC engine.

Equivalents:
Embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the 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.

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 scope of the embodiments as described herein.

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.

Any discussion of documents, acts, materials, devices, articles and the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.

The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.

While considerable emphasis has been placed herein on the particular features of this disclosure, it will be appreciated that various modifications can be made, and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other modifications in the nature of the disclosure or the preferred embodiments will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation.

Referral Numerals:

Reference Number Description
100 Mechanism
1 crankshaft
2 Groove
3 Bearing
4 First driving member
5 Second driving member
6 Clutch
7 Resilient member
8 Electromagnetic disc
9 Plunger
10 Protrusion
11 Slot
12 Fork
13 Pneumatic actuator
14 Synchronizing rings
15 Stopper
16 First camshaft
17 Second camshaft
18 First driven member (18)
19 Second driven member (19)