TECHNICAL FIELD
[0001] The present subject matter described herein, relates to internal combustion engine. More particularly, the present subject matter relates to a system for isolating load from crankshaft of a vehicle for reducing start fuel amount.
BACKGROUND
[0002] Background description includes information that may be useful in understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.
[0003] Conventionally the belt or chain driven auxiliary and accessory members (devices) are constantly connected and thereby loading the crank shaft of an internal combustion engine in both vehicular and stationary engine applications. The referred auxiliary and accessory members are either driven directly or indirectly by means of the belt and pulley or the chain and sprocket arrangement by the crank shaft (driving) pulley or sprocket arrangement which is further fastened to the crank shaft of an internal combustion engine forming the primary source of power for driving the referred auxiliary and accessory. During the initial priming (cranking, initial starting or rotating) of an internal combustion engine from its stationary (dead) operating (rotating) state to its running (self-sustained or assisted) state of operation (rotation), the static dynamic and continuous loads (force) of the driven auxiliary and accessory members (devices) are directly or indirectly loading the crank shaft of an internal combustion engine. Thus, these auxiliary and accessory devices increase the static (friction) dynamic and continuous loads of the crankshaft of an internal combustion engine under all operating temperature conditions.
[0004] The above gives rise to increased fuel consumption and higher engine out emissions with the conventional systems during both start ability (priming phase to running phase) operation and normal phase in an internal combustion engine. Further, in bi-fuel engines, the initial priming is not done through CNG because

during initial priming (cold start/ hot soak), CNG is unable to deliver the amount of torque required to keep the engine running and achieve stable RPM.
[0005] During colder operating conditions the frictional losses are almost double as compared with the conditioned or nominal operating temperature conditions for an internal combustion engine. Thus, under colder or sub-zero operating conditions the conventional systems used in the Internal combustion engine are not capable in reducing engine friction, exhaust emission and fuel consumption at the same time. As a current practice the conventional system uses various methods such as increased fuel injection and modified ignition timing etc. during cold engine starting of an internal combustion engine in order to quickly increase the coolant, oil and operating temperature of an internal combustion engine to their optimum operating temperature thresholds for reducing the starting friction and loads acting on the crankshaft of an internal combustion engine. These practices as being used by the conventional systems produce high CO2 and hydrocarbon emission during cold engine operations along with increased fuel consumption.
[0006] Hence, the present subject matter is developed to address the above mentioned disadvantages of the conventional system and helps in reducing starting friction, operating loads and fuel consumption along with engine out emissions of an internal combustion engine operating under both nominal and sub-zero operating conditions. Further, the present subject matter facilitates cold starting with CNG fuel in all operating conditions.
OBJECTS OF THE DISCLOSURE
[0007] Some of the objects of the present disclosure, which at least one embodiment herein satisfy, are listed herein below.
[0008] The principal object of the present invention is to provide a system for isolating load from crankshaft of a vehicle.
[0009] Another object of the present invention is to provide a system for isolating load from crankshaft of a bi-fuel vehicle.

[0010] Another object of the present invention is to provide a system for isolating load from crankshaft of a vehicle for reducing high CO2 and hydrocarbon emission.
[0011] Another object of the present invention is to provide a system for isolating load from crankshaft of a vehicle for reducing starting friction.
[0012] Another object of the present invention is to provide a system for isolating load from crankshaft of a vehicle to facilitate cold starting with CNG fuel for all operating condition.
[0013] Another object of the present invention is to provide a system for isolating load from crankshaft of a vehicle wherein the driving pulley for auxiliary and ancillary loads are not directly mounted on crankshaft of a vehicle.
[0014] These and other objects and advantages will become more apparent when reference is made to the following description and accompanying drawings.
SUMMARY
[0015] This summary is provided to introduce concepts related to a system for isolating load from crankshaft of a vehicle for reducing start fuel amount. The concepts are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
[0016] In an embodiment, the present disclosure relates to a system for isolating load from crankshaft of a vehicle. The system includes a spacer having its first end rotatably engaged with the crankshaft of the vehicle, an isolator assembly mounted on extended oil pump assembly to accommodate auxiliary and ancillary loads, a magnetic clutch assembly to engage the isolator assembly with the crankshaft of the vehicle after achieving stable RPM, and an electronic control unit to engage or disengage the magnetic clutch assembly from the isolator assembly, wherein during initial priming the electronic control unit disengages the magnetic clutch assembly from the isolator assembly to reduce the load from the crankshaft and again engage

the magnetic clutch assembly with the isolator assembly when stable RPM is achieved.
[0017] In an aspect, the spacer is rotatably engaged with the crankshaft using a mounting bolt.
[0018] In an aspect, the isolator assembly includes a sleeve to accommodate second
end of the spacer and a driven means mounted on the sleeve to further drive
auxiliary and ancillary loads.
[0019] In an aspect, the driven means includes but not limited to a pulley and belt
mechanism or a chain and sprocket mechanism.
[0020] In an aspect, the sleeve is a hollow cylindrical wall having a plurality of
flanges extended out from the exterior of cylindrical wall to facilitate mounting of
the sleeve on the extended oil pump assembly and to cover oil pump arm.
[0021] In an aspect, the magnetic clutch assembly includes a slider-cum-locking
clutch having a plurality of ball locking cavities, a spring having first end connected
to the slider-cum-locking clutch and second end connected to the mounting bolt at
the second end of the spacer, a plurality of ball and spring systems provided to lock
the slider-cum-locking clutch with the spacer, a high magnet coil in connection with
the electronic control unit, provided to actuate the spring, and a low magnet coil in
connection with the electronic control unit, provided to actuate the ball and spring
systems.
[0022] In an aspect, the electronic control unit actuates the low magnet coil during
initial priming which compresses the springs of the ball and spring systems to
release the ball of the ball and spring systems from their corresponding ball locking
cavities resulting in isolation of auxiliary and ancillary load from the crankshaft of
the vehicle.
[0023] In an aspect, the electronic control unit de-actuates the low magnet coil and
actuates the high magnet coil, simultaneously, leading to compression of spring and
locking of slider-cum-locking clutch by engagement of balls of the ball and spring
systems with their corresponding ball locking cavities resulting in engagement of
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[0024] In an aspect, the system according to the present invention is used for isolating load from crankshaft of a bi-fuel vehicle.
[0025] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.
BRIEF DESCRIPTION OF THE DRAWINGS
[0026] The illustrated embodiments of the subject matter will be best understood by reference to the drawings, wherein like parts are designated by like numerals throughout. The following description is intended only by way of example, and simply illustrates certain selected embodiments of devices, systems, and methods that are consistent with the subject matter as claimed herein, wherein:
[0027] Fig. 1 illustrates sectional view of present system for isolating load from crankshaft of a vehicle for reducing start fuel amount;
[0028] Figure 2A and 2B illustrates isometric and side view of sleeve mounted on integrated extension of oil pump; and
[0029] Figure 3 illustrates locking mechanism of magnetic clutch assembly during first operating state.
[0030] The figures depict embodiments of the present subject matter for the purposes of illustration only. A person skilled in the art will easily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein
DETAILED DESCRIPTION
[0031] The detailed description of various exemplary embodiments of the disclosure is described herein with reference to the accompanying drawings. It should be noted that the embodiments are described herein in such details as to clearly communicate the disclosure. However, the amount of details provided

herein is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the scope of the present disclosure as defined by the appended claims.
[0032] It is also to be understood that various arrangements may be devised that, although not explicitly described or shown herein, embody the principles of the present disclosure. Moreover, all statements herein reciting principles, aspects, and embodiments of the present disclosure, as well as specific examples, are intended to encompass equivalents thereof.
[0033] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments. As used herein, the singular forms "a"," "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises," "comprising," "includes" and/or "including," when used herein, specify the presence of stated features, integers, steps, operations, elements and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and/or groups thereof.
[0034] It should also be noted that in some alternative implementations, the functions/acts noted may occur out of the order noted in the figures. For example, two figures shown in succession may, in fact, be executed concurrently or may sometimes be executed in the reverse order, depending upon the functionality/acts involved.
[0035] In addition, the descriptions of "first", "second", and the like in the present invention are used for the purpose of description only, and are not to be construed as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Thus, features defining "first" and "second" may include at least one of the features, either explicitly or implicitly.
[0036] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of

ordinary skill in the art to which example embodiments belong. It will be further understood that terms, e.g., those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
[0037] These and other advantages of the present subject matter would be described in greater detail with reference to the following figures. It should be noted that the description merely illustrates the principles of the present subject matter. It will thus be appreciated that those skilled in the art will be able to devise various arrangements that, although not explicitly described herein, embody the principles of the present subject matter and are included within its scope.
[0038] Main objective of the present invention is to provide a system for isolating load from crankshaft of a vehicle for reducing start fuel amount.
[0039] The subject matter disclosed herein relates to a system for isolating load from crankshaft of a bi-fuel vehicle. The system isolates the auxiliary and ancillary loads from the crankshaft during initial priming operation (first operating state). Isolation of auxiliary and ancillary loads results in less load on crankshaft during initial priming (first operating state). Due to less load on the crankshaft, the starter motor cranks the engine to stable engine RPMs and provide a synchronized fuel injection into the engine, enabling engine to start with less fuel and less emission. Further, due to less load on the crankshaft of the vehicle, initial priming could be done through CNG. After the desired RPM is achieved (second operating state) the system again engages the auxiliary and ancillary loads on the crankshaft when desired.
[0040] To this, as shown in figure 1, a system for isolating load from crankshaft of a vehicle is explained. The system comprises a spacer 101, an isolator assembly 102, a magnetic clutch assembly 103 and an electronic control unit.
[0041] The spacer 101 has its first end rotatably engaged with crankshaft of the vehicle through a mounting bolt 104. The first end of the spacer 101 remains

engaged with the crankshaft of the vehicle under both first and second operating states. Second end of the spacer 101 is detachably engaged with the magnetic clutch assembly 103. During first operating state (initial priming), the magnetic clutch assembly 103 is disengaged from the spacer 101 to isolate the isolator assembly 102 accommodating auxiliary and ancillary loads from the crankshaft of the vehicle. During second operating state (after desired RPM is achieved), the magnetic clutch 103 assembly is engaged with the spacer 101 to transfer the rotating motion of the crankshaft to the driven means 105 of the isolator assembly 102 to drive auxiliary and ancillary loads. A ball and spring mechanism is used to engage and disengage the magnetic clutch assembly 103 from the spacer 101.
[0042] The isolator assembly 102 comprises a sleeve 106 and a driven means 105 to drive auxiliary and ancillary loads. The driven means 105 is mounted on the sleeve 106 rather than on the crankshaft. Reference may be made to figure 2A and 2B illustrating isometric and side view of sleeve 106 mounted on extended oil pump assembly 201. The sleeve 106 comprises a hollow cylindrical wall 202 having a plurality of flanges 203 extended out from the exterior of the hollow cylindrical wall 202. The plurality of flanges 203 facilitates mounting of the sleeve 106 on the extended oil pump assembly 201. One of the plurality of flanges 203 is used to cover oil pump arm 204. The inner diameter of the hollow cylindrical wall 202 is greater than the outer diameter of the spacer 101. The second end of the spacer 101 which is engaged with the magnetic clutch assembly 103 is positioned inside the hollow cylindrical wall 202 of the sleeve 106. The sleeve 106 ensures that the driven means 105 to drive auxiliary and ancillary loads are never directly in contact with the crankshaft and the spacer 101.
[0043] The magnetic clutch assembly 103 comprises a slider-cum-locking clutch 107, a spring 108, a high magnetic coil 109a and a low magnetic coil 109b. The spring 108 has its first end connected to the slider-cum-locking clutch 107 and second end connected to the mounting bolt 104 provided on the second end of the spacer 101. The spring 108 is surrounded by the high magnetic coil 109a. The slider-cum-locking clutch 107 has a first end detachably engaged with the spacer

101. The other end of the slider-cum-locking clutch 107 act as a driving means to the driven means 105 during second operating state.
[0044] Referring to Figure 3 illustrating locking mechanism of magnetic clutch assembly during first operating state. The locking of magnetic clutch assembly during first and second operating state is done through a plurality of ball spring systems 301. The ball and spring system is a combination of a ball and a spring provided on the periphery of the low magnetic coil 109b. A plurality of ball locking cavities 302 are provided, adjacent to the balls of the ball and spring systems 301, on the slider-cum-locking clutch 107.
[0045] The driven means 105 can be a pulley and belt arrangement or a chain and sprocket arrangement. In the pulley and belt arrangement pulley is mounted on the sleeve 106. The sleeve 106 ensures that pulley and belt arrangement, which drives the auxiliary and ancillary loads, are never directly in contact with the crankshaft and the spacer 101. During first operating state i.e. initial priming, the electronic control unit disengage the magnetic clutch assembly 103 from the pulley. This isolate the pulley and belt arrangement, driving auxiliary and ancillary loads, from the crankshaft of the vehicle. During second operating state i.e. after achieving suitable RPM, the electronic control unit engages the magnetic clutch assembly 103 from the pulley. This engage the pulley and belt arrangement, driving auxiliary and ancillary loads, to the crankshaft of the vehicle.
[0046] In the chain and sprocket arrangement sprocket is mounted on the sleeve 106. The sleeve 106 ensures that chain and sprocket arrangement, which drives the auxiliary and ancillary loads, are never directly in contact with the crankshaft and the spacer 101. During first operating state i.e. initial priming, the electronic control unit disengages the magnetic clutch assembly 103 from the sprocket. This isolate the chain and sprocket arrangement, driving auxiliary and ancillary loads, from the crankshaft of the vehicle. During second operating state i.e. after achieving suitable RPM, the electronic control unit engages the magnetic clutch assembly 103 from the sprocket. This engage the chain and sprocket arrangement, driving auxiliary and ancillary loads, to the crankshaft of the vehicle.

WORKING OF THE PRESENT SYSTEM
[0047] First Operating state: during the initial priming, after both cold/ hot soak condition. The electronic control unit activates the starter motor and isolate the driven means 105 driving auxiliary and ancillary loads from the crankshaft of the vehicle. The electronic control unit actuates the low magnet coil 109b which compresses the spring of the ball and spring systems 301 provided on the periphery of the low magnet coil 109b. The compression of the spring of the ball and spring systems 301 releases the ball of the ball and spring systems 301 from their ball locking cavities 302. As the balls leave their corresponding ball locking cavities 302, the spring 108 releases from its compression state. This results in disengagement of slider-cum-locking clutch 107 from the spacer 101 and the driven means 105 driving auxiliary and ancillary loads. Disengagement of slider-cum-locking clutch 107 completely isolate the crankshaft from the driven means 105 driving auxiliary and ancillary loads.
[0048] The loads acting on the crankshaft reduces, and the starter motor crank the engine to achieve stable RPM. After the stable RPM is achieved, the electronic control unit injects the synchronized start fuel into the cylinder. CNG can also be used as a fuel because the driven means 105 driving auxiliary and ancillary loads are isolated from the crankshaft and CNG can cater the torque required to keep the RPM stable.
[0049] Second Operating State: After the injection of fuel in the engine, engine fires and RPM rises to a stable self-sustaining level. The electronic control unit disengages the starter motor and engages the driven means 105 driving auxiliary and ancillary load. To engage the driven means 105 driving auxiliary and ancillary loads back to the spacer 101, the electronic control unit actuates the high magnet coil 109a and de-actuates the low magnet coil 109b, simultaneously. The simultaneous actuation of high magnet coil 109a and de-actuation of low magnet coil 109b results in compression of spring 108 along with release of the springs of the ball and spring systems 301. The compression of spring 108 leads to movement of slider-cum-locking clutch 107 towards the spacer 101 and the driven means 105

driving auxiliary and ancillary loads. The release of the springs of the ball and spring systems 301 leads to locking of the slider-cum-locking clutch 107 by engagement of balls of the ball and spring systems 301 with their corresponding ball locking cavities 302 provided on the slider-cum-locking clutch 107. The slider-cum-locking clutch 107 gets locked with the spacer 101 and the driven means 105 driving auxiliary and ancillary loads. The transfer of rotation motion of the crankshaft to driven means 105 is done by the slider-cum-locking clutch through the spacer.
[0050] Advantages of the present system:
[0051] In present system the auxiliary and ancillary loads are never directly engaged with the crankshaft. This makes the isolation of auxiliary and ancillary loads from the crankshaft uncomplicated. Due to less load on the crankshaft, CNG is able to generate the torque required to acquire stable RPM even during cold start in all operating condition. Further, start fuel quantity for initial priming is reduced considerably which not only saves the fuel, but also reduces high CO2 and hydrocarbon emission. Less load on the crankshaft also results in less starting friction.
[0052] In the preferred embodiment, the system according to the present invention is used for isolating load from crankshaft of a bi-fuel vehicle.
[0053] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases

should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."
[0054] While the foregoing describes various embodiments of the invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, versions or

examples, which are included to enable a person having ordinary skill in the art to make and use the invention when combined with information and knowledge available to the person having ordinary skill in the art.

Claim

1.A system (100) for isolating load from crankshaft of a vehicle, the system
(100) comprises:
a spacer (101) having its first end rotatably engaged with the crankshaft of the vehicle;
an isolator assembly (102) mounted on extended oil pump assembly (201) to accommodate auxiliary and ancillary loads;
a magnetic clutch assembly (103) to engage the isolator assembly
(102) with the crankshaft of the vehicle after achieving stable RPM; and
an electronic control unit to engage or disengage the magnetic clutch
assembly (103) from the isolator assembly (102), wherein during initial priming the electronic control unit disengage the magnetic clutch assembly
(103) from the isolator assembly (102) to reduce the load from the
crankshaft and again engage the magnetic clutch assembly (103) from the
isolator assembly (102) when stable RPM is achieved.
2. The system (100) as claimed in claim 1, wherein the vehicle is a bi-fuel vehicle.
3. The system (100) as claimed in claim 2, wherein the spacer (101) is rotatably engaged with the crankshaft using a mounting bolt (104).
4. The system (100) as claimed in claim 2, wherein the isolator assembly (102) comprises:
a sleeve (106) to accommodate second end of the spacer (101); and

a driven means (105) mounted on the sleeve (106) to further drive auxiliary and ancillary loads.
5. The system (100) as claimed in claim 3, wherein the driven means (105) includes a pulley and belt mechanism or a chain and sprocket mechanism.
6. The system (100) as claimed in claim 3, wherein the sleeve (106) is a hollow cylindrical wall (202) having a plurality of flanges (203) extended out from the exterior of the hollow cylindrical wall (202) to facilitate mounting of the sleeve (106) on the extended oil pump assembly (201) and to cover oil pump arm (204).
7. The system (100) as claimed in claim 1, wherein the magnetic clutch
assembly (103) comprises:
a slider-cum-locking clutch (107) having a plurality of ball locking cavities (302);
a spring (108) having first end connected to the slider-cum-locking clutch (107) and second end connected to the mounting bolt (104) at the second end of the spacer (101);
a plurality of ball and spring systems (301) provided to lock the slider-cum-locking clutch (107) with the spacer (101);
a high magnet coil (109a) in connection with the electronic control unit, provided to actuate the spring (108); and
a low magnet coil (109b) in connection with the electronic control unit, provided to actuate the ball and spring systems.

8. The system (100) as claimed in claim 1 or 6, wherein the electronic control unit actuates the low magnet coil (109b) during initial priming which compresses the springs of the ball and spring systems (301) to release the ball of the ball and spring systems (301) from their corresponding ball locking cavities (302) resulting in isolation of auxiliary and ancillary load from the crankshaft of the vehicle.
9. The system (100) as claimed in claim 1 or 6, wherein the electronic control unit de-actuates the low magnet coil (109b) and actuates the high magnet coil (109a), simultaneously, leading to compression of spring (108) and locking of slider-cum-locking clutch (107) by engagement of balls of the ball and spring systems (301) with their corresponding ball locking cavities (302) resulting in engagement of auxiliary and ancillary load from the crankshaft of the vehicle.