Claims:
1. An actuation unit (25) for operating a dual-clutch mechanism (50) in a powertrain (100) of a hybrid vehicle, the actuation unit (50) comprising:
a linear actuator (1) coupled to a piston (10), disposed in a hydraulic cylinder (11), storing hydraulic fluid; and
a plurality of direction control valves (3) fluidly connected to the hydraulic cylinder (11) and the dual-clutch mechanism (50), the plurality of direction control valves (3) is configured to selectively channelize the hydraulic fluid from the hydraulic cylinder (11) to each clutch of the dual-clutch mechanism (50),
wherein, the plurality of direction control valves (3) are operatively coupled to an electronic control unit (4) of the hybrid vehicle, the electronic control unit (4) is configured selectively actuate the plurality of direction control valves (3) based on predefined operating parameters of the powertrain (100) of the hybrid vehicle.

2. The actuation unit (25) as claimed in claim 1 comprises a driving means (2) connectable to the linear actuator (1), for operating the linear actuator (1).

3. The actuation unit (25) as claimed in claim 1 comprising at least one sensor (5) coupled to the hydraulic cylinder (11), wherein the at least one sensor (5) is configured to detect position of the linear actuator (1) and pressure of the hydraulic fluid stored in the hydraulic cylinder (11).

4. The actuation unit (25) as claimed in claim 3, wherein the at least one sensor (5) is interfaced with the electronic control unit (4), to transmit an input signal for operating the plurality of valves (3), based on the position of the linear actuator (1) and pressure of hydraulic fluid.

5. The actuation unit (25) as claimed in claim 1, wherein the electronic control unit (4) is operatively coupled to the driving means (2), to regulate reciprocation of the linear actuator (1).

6. The actuation unit (25) as claimed in claim 1, wherein the dual-clutch mechanism (50) includes a first clutch (50a), configured to couple an output shaft of an electric drive motor (8) with an input shaft of a transmission unit (9), and a second clutch (50b), configured to selectively connect an input shaft of the electric drive motor (8) to an output shaft of an engine (7).

7. The actuation unit (25) as claimed in claim 1, wherein the predefined parameters includes at least one of mode of operation of the powertrain (100), torque demand from the powertrain (100), and load acting on the powertrain (100).

8. The actuation unit (25) as claimed in claim 7, wherein the mode of operation of the powertrain (100) is at least one of an electric drive mode, a gearshift mode in the electric drive mode, hybrid drive mode, an engine (7) drive mode, and a hybrid gearshift mode.

9. The actuation unit (25) as claimed in claim 1, wherein the plurality of direction control valves (3) are configured to selectively convey the hydraulic fluid to at least one clutch of the dual-clutch mechanism (50), when the electronic control unit (4) operate the plurality of direction control valves (3) to an ON condition.

10. A method of operating an actuation unit (25) for a dual-clutch mechanism (50) in a powertrain (100) of a hybrid electric vehicle, the method comprising:
actuating, by an electronic control unit (4), a linear actuator (1) coupled to a piston (10) in a hydraulic cylinder (11), to discharge hydraulic fluid, stored in the hydraulic cylinder (11);
actuating, by the electronic control unit (4), a plurality of direction control valves (3), to selectively channelize the hydraulic fluid from the hydraulic cylinder (11) to each clutch of the dual-clutch mechanism (50), based on predefined operating parameters of the powertrain (100) of the hybrid vehicle, wherein the plurality of direction control valves (3) are fluidly connected to the hydraulic cylinder (11) and the dual-clutch mechanism (50).

11. A powertrain (100) for a hybrid electric vehicle, comprising:
an engine (7);
an electric drive motor (8);
a transmission unit (9);
a dual-clutch mechanism (50), comprising:
a first clutch (50a) configured to couple an output shaft of an electric drive motor (8) with an input shaft of a transmission unit (9); and
a second clutch (50b), configured to selectively connect an input shaft of the electric drive motor (8) to an output shaft of an engine (7); and
an actuation unit (25) operatively connected to the dual-clutch mechanism (50), wherein the actuation unit (25), comprising:
a linear actuator (1) coupled to a piston (10), disposed in a hydraulic cylinder (11), storing hydraulic fluid; and
a plurality of direction control valves (3) fluidly connected to the hydraulic cylinder (11) and the dual-clutch mechanism (50), the plurality of direction control valves (3) is configured to selectively channelize the hydraulic fluid from the hydraulic cylinder (11) to each clutch of the dual-clutch mechanism (50),
wherein, the plurality of direction control valves (3) are operatively coupled to an electronic control unit (4) of the hybrid vehicle, the electronic control unit (4) is configured selectively actuate the plurality of direction control valves (3) based on predefined operating parameters of the powertrain (100) of the hybrid vehicle.

12. The powertrain (100) as claimed in claim 11, comprises at least one clutch releasing unit (6) connectable to each of the first clutch (50a) and the second clutch (50b), wherein the at least one clutch releasing unit (6) actuates the first clutch (50a) and the second clutch (50b), on selectively receiving the hydraulic fluid from the plurality of direction control valves (3).
, Description:TECHNICAL FIELD
Present disclosure relates to the field of automobile engineering. Particularly, but not exclusively, the disclosure relates to a powertrain of a hybrid vehicle. Further, embodiments of the present disclosure discloses an actuation unit for operating a dual-clutch mechanism in the powertrain of the hybrid vehicle.

BACKGROUND OF THE DISCLOSURE
Generally, vehicles are employed with powertrains for transmitting power generated by various prime movers such as an engine, an electric motor, and the like. The powertrain of the vehicle includes various other peripheral components which are configured to transmit the power developed by the prime mover to wheels of the vehicle, for propulsion. However, in case of hybrid vehicles, power may be delivered by a combined and synchronous action of a number of the prime movers provisioned therein.

Conventionally, the hybrid vehicles may be employed with multiple powertrains, where one powertrain includes the internal combustion engine, while the other powertrain includes the electric motor. Each of the powertrains are required to be selectively connected, for driving the hybrid vehicle in various modes. In conventional hybrid vehicles, the powertrain may be provisioned with mechanical connecting elements such as, but not limited to, a belt drive mechanism, a pulley drive, and the like, to connect the electric motor and the engine, for operating in various modes. However, the belt drive mechanism may be subjected to slippage during operation of the hybrid vehicle, due to which reduced power and/or torque may be transmitted to the wheels of the hybrid vehicle. The reduced power and/or torque transmitted to the wheels may impact the performance and/or efficiency of the hybrid vehicle.

Attempts have been made in the art to employ electromechanical elements for connecting the engine and the electric motor. Nonetheless, the electromechanical elements may include an inverter, for selectively supplying electrical signals, to toggle between various modes of the hybrid vehicle based on requirement. The inverters may have several shortfalls such as thermal and electrical losses, during prolonged operations of the hybrid vehicle, which eventually decrease the power and/or torque output of the hybrid vehicle.

Additionally, conventional hybrid vehicles having powertrains with plurality of clutches, may have been developed. The plurality of clutches may be employed to selectively and synchronously engage and/or disengage connection between the engine and the electric motor in the powertrain, for operating in various modes. However, selective and synchronous operation of the plurality of clutches by employing the connecting means known in the art may be a cumbersome process, due to multiple powertrains therein.

Additionally, the hybrid vehicle may require comparatively higher engine cabin space, in order to accommodate the multiple powertrains. Several connecting elements may be required to connect the engine and the electric motor. This may render wider body space, resulting in bulk-built of the hybrid vehicle.

The present disclosure is directed to overcome one or more limitations stated above or any other limitation associated with the prior arts.

SUMMARY OF THE DISCLOSURE
One or more shortcoming of the prior arts and conventional systems are overcome by providing with an actuation unit for operating a dual-clutch mechanism in a powertrain of a hybrid vehicle.

In one non-limiting embodiment of the present disclosure an actuation unit for operating a dual-clutch mechanism in a powertrain of a hybrid vehicle is disclosed. The actuation unit comprises a linear actuator, which is coupled to a piston. The piston is disposed in a hydraulic cylinder, where hydraulic fluid is stored. Further, the actuation unit includes a plurality of direction control valves, that are fluidly connected to the hydraulic cylinder and the dual-clutch mechanism. The plurality of direction control valves is configured to selectively channelize the hydraulic fluid from the hydraulic cylinder to each clutch of the dual-clutch mechanism. Additionally, the plurality of direction control valves are operatively coupled to an electronic control unit of the hybrid vehicle. The electronic control unit is configured selectively actuate the plurality of direction control valves based on predefined operating parameters of the powertrain of the hybrid vehicle.

In an embodiment, the actuation unit comprises a driving means, which is connectable to the linear actuator, for operating the linear actuator.

In an embodiment, the actuation unit comprises at least one sensor which is coupled to the hydraulic cylinder. The at least one sensor is configured to detect position of the linear actuator and pressure of the hydraulic fluid stored in the hydraulic cylinder.

In an embodiment, the at least one sensor is interfaced with the electronic control unit, to transmit an input signal for operating the plurality of valves, based on the position of the linear actuator and pressure of hydraulic fluid.

In an embodiment, the electronic control unit is operatively coupled to the driving means, to regulate reciprocation of the linear actuator.

In an embodiment, the dual-clutch mechanism includes a first clutch, configured to couple an output shaft of an electric drive motor with an input shaft of a transmission unit, and a second clutch, configured to selectively connect an input shaft of the electric drive motor to an output shaft of an engine.

In an embodiment, the predefined parameters includes at least one of mode of operation of the powertrain, torque demand from the powertrain, and load acting on the powertrain.

In an embodiment, the mode of operation of the powertrain is at least one of an electric drive mode, a gearshift mode in the electric drive mode, hybrid drive mode, an engine drive mode, and a hybrid gearshift mode.

In an embodiment, the plurality of direction control valves are configured to selectively convey the hydraulic fluid to at least one clutch of the dual-clutch mechanism, when the electronic control unit operate the plurality of direction control valves to an ON condition.

In another non-limiting embodiment of the present disclosure, a method of operating an actuation unit for a dual-clutch mechanism in a powertrain of a hybrid electric vehicle. The method comprises steps of actuating a linear actuator by an electronic control unit, where the linear actuator is coupled to a piston in a hydraulic cylinder, to discharge hydraulic fluid stored in the hydraulic cylinder. A plurality of direction control valves actuated by the electronic control unit, to selectively channelize the hydraulic fluid from the hydraulic cylinder to each clutch of the dual-clutch mechanism, based on predefined operating parameters of the powertrain of the hybrid vehicle. The plurality of direction control valves are fluidly connected to the hydraulic cylinder and the dual-clutch mechanism.

In yet another non-limiting embodiment of the present disclosure, a powertrain for a hybrid electric vehicle is disclosed. The powertrain comprises an engine, an electric drive motor, a transmission unit, and a dual-clutch mechanism. The dual-clutch mechanism includes a first clutch, which is configured to couple an output shaft of an electric drive motor with an input shaft of a transmission unit. Further, a second clutch of the dual-clutch mechanism is configured to selectively connect an input shaft of the electric drive motor to an output shaft of an engine. Also, the powertrain includes an actuation unit, which is operatively connected to the dual-clutch mechanism. The actuation unit comprises a linear actuator, where the linear actuator is coupled to a piston which is disposed in a hydraulic cylinder, storing hydraulic fluid. Further, a plurality of direction control valves are fluidly connected to the hydraulic cylinder and the dual-clutch mechanism. The plurality of direction control valves is configured to selectively channelize the hydraulic fluid from the hydraulic cylinder to each clutch of the dual-clutch mechanism. Additionally, the plurality of direction control valves are operatively coupled to an electronic control unit of the hybrid vehicle, the electronic control unit is configured selectively actuate the plurality of direction control valves based on predefined operating parameters of the powertrain of the hybrid vehicle.

In an embodiment, the powertrain comprises at least one clutch releasing unit , which is connectable to each of the first clutch and the second clutch. The at least one clutch releasing unit actuates the first clutch and the second clutch, on selectively receiving the hydraulic fluid from the plurality of direction control valves.

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 detailed disclosure. 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:

Figure 1 illustrates a schematic representation of an actuation unit for operating dual clutch mechanism of a powertrain of the hybrid vehicle, in accordance with an embodiment of the present disclosure.

Figure 2 illustrates a schematic representation of a powertrain of a hybrid vehicle including the actuation unit of Figure. 1, in accordance with an embodiment of the present disclosure.

Figure 3 illustrates a schematic representation of the powertrain of the hybrid vehicle of Figure 2, operating in an electric mode.

Figure 4 illustrates a schematic representation of the powertrain of the hybrid vehicle of Figure 2, operating in a gear shift mode.

Figure 5 illustrates a schematic representation of the powertrain of the hybrid vehicle of Figure 2, operating in an engine drive mode.

Figure 6 illustrates a schematic representation of a directional control valve in OFF condition.

Figure 7 illustrates a schematic representation of the directional control valve of figure 6 in ON condition.

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 structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the figures and will be described hereinbelow. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.

It is to be noted that a person skilled in the art would be motivated by the present disclosure and may be motivated to modify configuration of the actuation unit for the hybrid vehicle. However, such modification should be construed within the scope of the instant disclosure. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.

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

Embodiment of the present disclosure discloses an actuation unit for operating a dual-clutch mechanism in a powertrain of a hybrid vehicle. The actuation unit comprises a linear actuator, which is coupled to a piston. The piston is disposed in a hydraulic cylinder, where hydraulic fluid is stored. Further, the actuation unit includes a plurality of direction control valves, that are fluidly connected to the hydraulic cylinder and the dual-clutch mechanism. The plurality of direction control valves is configured to selectively channelize the hydraulic fluid from the hydraulic cylinder to each clutch of the dual-clutch mechanism. Additionally, the plurality of direction control valves are operatively coupled to an electronic control unit of the hybrid vehicle. The electronic control unit is configured selectively actuate the plurality of direction control valves based on predefined operating parameters of the powertrain of the hybrid vehicle. The actuation unit, therefore, reduces efforts required to selectively and synchronously operate the dual-clutch mechanism, for operating the powertrain in various modes, based on requirement.

In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying figures that form a part hereof, and in which an actuation unit and a powertrain is shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described with sufficient details to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.

Figure 1 is an exemplary embodiment of the present disclosure, which illustrates a schematic representation of an actuation unit (25). The actuation unit (25) may be employed for operating a dual-clutch mechanism (50) in a powertrain (100) of a hybrid vehicle. The actuation unit (25) may include a linear actuator (1), which may be connectable to a driving means (2) at one end, and coupled to a piston (10) at other end. The linear actuator (1) is provisioned with a connecting means such as, but not limited to, threading, geared tooth, and the like, in order to operably engage with the driving means (2). This engagement between the linear actuator (1) and the driving means (2) suitably displaces the linear actuator (1) in an axial direction. The driving means (2) is connectable to a power source associated with the hybrid vehicle, and configured to suitably displace the linear actuator (1). In an embodiment, the linear actuator (1) may be a ball screw, a lead screw, a rack gear, and the like. Additionally, the linear actuator (1) may also be at least one of a hydraulic actuation mechanism, pneumatic actuation mechanism, and the like, based on configuration of the driving means (2) The driving means (2) may be at least one of an electric motor, a booster mechanism connected to a clutch pedal, and the like, for engaging and displacing with the linear actuator (1). Further, upon selective actuation of the dual-clutch mechanism (50) by the actuation unit (25), the powertrain (100) may be drivable in various modes, in order to suitably propel the hybrid vehicle. In an embodiment, a single linear actuator is used in order to actuate two separate dual clutch mechanism (50).

Further, the linear actuator (1) may displace the piston (10) coupled at the other end, upon operation of the driving means (2). The piston (10) may be disposed in a hydraulic cylinder (11), which stores hydraulic fluid. The reciprocation of the piston (10) within the hydraulic cylinder (11) may suitably channelize the hydraulic fluid from the hydraulic cylinder (11). Channelizing of the hydraulic fluid may be based on factors including, but may not be limited to, direction of displacement of the linear actuator (1), by the driving means (2), operation of a clutch pedal by a user, load acting on the vehicle, power requirement of the vehicle, and the like. In an embodiment, the driving means (2) may be operated in a clockwise direction, wherein the linear actuator (1) may displace the piston (10) within the hydraulic cylinder (11). This displacement of the linear actuator (1), and in-turn the piston (10), may channelize the hydraulic fluid out from the hydraulic cylinder (11). Similarly, when the driving means (2) is operated in a counter-clockwise direction, the linear actuator (1) may retract the piston (10) in the hydraulic cylinder (11). Retraction of the piston (10) within the hydraulic cylinder (11) creates a negative pressure within the hydraulic cylinder (11) to retrieve the hydraulic fluid into the hydraulic cylinder (11). It may be noted that the direction of operation of the driving means (2), for displacing the linear actuator (1), should not be construed as a limitation by one skilled in the art, and should appreciate that configuration between the linear actuator (1) and the driving means (2) may be varied in order to suitably change configuration therein.

Further referring to Figure 1, the actuation unit (25) may also be provisioned with a plurality of direction control valves (3), where each of the plurality of direction control valves (3) may be configured to receive the hydraulic fluid, channelized from the hydraulic cylinder (11). The plurality of direction control valves (3) may be fluidly connected to the dual-clutch mechanism (50) of the powertrain (100), in order to selectively channelize the hydraulic fluid from the hydraulic cylinder (11) to each clutch of the dual-clutch mechanism (50). Additionally, the plurality of direction control valves (3) may be operatively coupled to an electronic control unit (4), of the hybrid vehicle. The electronic control unit (4) may be configured to selectively actuate at least one direction control valve of the plurality of direction control valves (3) for channeling the hydraulic fluid to the dual-clutch mechanism (50), based on predefined operating parameters of the powertrain (100) of the hybrid vehicle. In an embodiment, each of the plurality of direction control valves (3) may be normally closed, and may be configured to allow flow of the hydraulic fluid to at least one clutch of the dual-clutch mechanism (50). The electronic control unit (4) may determine condition of the powertrain (100) and the hybrid vehicle with respect to the predefined operating parameters which may be including, but may not be limited to, mode of operation of the powertrain (100), torque demand from the powertrain (100), load acting on the powertrain (100), and the like.

In an embodiment, the electronic control unit (4) may be interfaced with at least one sensor (5), where the at least one sensor (5) may be coupled to the hydraulic cylinder (11). The at least one sensor (5) may be configured to detect position of the linear actuator (1) and pressure of hydraulic fluid within the hydraulic cylinder (11), in order to generate an input signal to the electronic control unit (4). Also, the electronic control unit (4) may be communicatively coupled to the driving means (2), in order to regulate displacement of the linear actuator (1). This allows for controlling pressure of the hydraulic fluid in the hydraulic cylinder (11), based on the input signal from the at least one sensor (5).

Turning now to Figure 2, which illustrates a schematic representation of the powertrain (100) in the hybrid vehicle. The powertrain (100) may include an engine (7), an electric drive motor (8), a transmission unit (9), the dual-cultch mechanism, the actuation unit (25), and the like. The powertrain (100) may be configured to transmit requisite power and/or torque, supplied from the engine (7) and/or the electric drive motor (8) of the wheels of hybrid vehicle. The powertrain (100) illustrated in the Figures is configured such that, the electric drive motor (8) and the engine (7) may be co-axially mounted, in order to transmit requisite power and/or torque. During operation of the hybrid mode gearshift, the first clutch (50a) is disengaged, whereas the second clutch (50b) is engaged. A preferred gear shift within the transmission system takes place [i.e. upshift or downshift]. As soon as the preferred gear is engaged or disengaged the first clutch (50a) is re-engaged.

Further, the dual-clutch mechanism (50) in the powertrain (100) assists in switching between various modes of operation of the powertrain (100), which may be at least one of an electric drive mode, a gearshift mode, an engine (7) drive mode, and a hybrid gearshift mode. The dual-clutch mechanism (50) may include a first clutch (50a) and a second clutch (50b), where the first clutch (50a) may be configured to couple an output shaft of the electric drive motor (8) with an input shaft of the transmission unit (9). The second clutch (50b) may be configured to selectively connect the input shaft of the electric drive motor (8) to an output shaft of the engine (7). The dual-clutch mechanism (50) may be adaptably operated, upon channelizing the hydraulic fluid from the plurality of direction control valves (3). In an embodiment, the first clutch (50a) may be connected to a first direction control valve (3a), while the second clutch (50b) may be connected to a second direction control valve (3b). Additionally, at least one clutch releasing unit (6) may be employed for each clutch of the dual-clutch mechanism (50) and the plurality of the direction control valves (3). The at least one clutch releasing unit (6) comprises of a concentric slave cylinder and a piston arrangement (not shown in figures). Further, a diaphragm spring is connected to a pressure plate which is actuated by the concentric slave cylinder which displaces the pressure plate in order to engage and disengage each clutch of the dual clutch mechanism (50). The at least one clutch releasing unit (6) may be configured to selectively operate each clutch of the dual-clutch mechanism (50), upon selectively receiving the hydraulic fluid, channelized through the plurality of direction control valves (3). The at least one clutch releasing unit (6) may selectively de-actuate at least one of the first clutch (50a) and the second clutch (50b), in order to selectively disengage transmission of power and/or torque from at least one of the electric drive motor (8) and the engine (7), to the transmission unit (9). In an embodiment, the concentric slave cylinder is equipped with a clutch travel sensor (not shown in figures). The clutch travel sensor detects the amount of clutch travel during engagement and disengagement of the each clutch of the dual-clutch mechanism (50).

In an embodiment, Figure 2 illustrates the hybrid mode of operation by the powertrain (100). In order to operate the powertrain (100) in the hybrid mode, the electronic control unit (4) de-energizes and/or restrains operation of the driving means (2), thereby may restrict the linear actuator (1) from displacement. At this juncture, each direction control valve of the plurality of direction control valves (3) may be configured to close or block the flow of the hydraulic fluid from the hydraulic cylinder (11) to the dual-clutch mechanism (50). Due to this, the actuation unit (25) may be configured to allow operation of each clutch of the dual-clutch mechanism (50). The first clutch (50a) and the second clutch (50b), therefore, may be configured to engage the output shaft of the electric drive motor (8) and the output shaft of the engine (7) to the input shaft of the transmission unit (9), respectively. The power and/or torque may thereby be supplied in combined effect due to concurrent operation of the engine (7) and the electric drive motor (8), in the powertrain (100).

Referring now to Figure 3, which illustrates the powertrain (100) for operation in the electric mode. The powertrain (100) may be operated in the electric mode, when the electronic control unit (4) energizes the driving means (2) to displace the linear actuator (1) by a first predetermined distance. The first predetermined distance may be calculated based on factors including, but not limited to, volumetric capacity of the hydraulic cylinder (11), hydraulic pressure required to operate the at least one clutch releasing unit (6), and the like. Upon displacement of the linear actuator (1), the hydraulic fluid may be channelized towards the dual-clutch mechanism (50). The electronic control unit (4) may then operate the at least one direction control valve to allow flow of the hydraulic fluid, to at least one clutch of the dual-clutch mechanism (50). In an embodiment, the electronic control unit (4) may operate the second direction valve (3b) to allow flow of the hydraulic fluid to the second clutch (50b), whereby the at least one clutch releasing unit (6) coupled to the second clutch (50b) receives the hydraulic fluid. The at least one clutch releasing unit (6) may then exert hydraulic pressure on the second clutch (50b), in order to disengage the output shaft of the engine (7) from the input shaft of the electric drive means. Meanwhile, the first clutch (50a) is disengaged and the first direction control valve (3a) blocks passage of hydraulic fluid to the first clutch (50a). This configuration, thus, allows engagement between the output shaft of the electric drive motor (8) and the input shaft of the transmission unit (9). In the electric drive mode, the hybrid vehicle is propelled by the power and/or torque transmitted by the electric drive motor (8) alone. In an embodiment, the powertrain (100) may be operated in the electric mode for generating greater torque during initial propulsion of the hybrid vehicle. During operation of the electric mode gearshift, the first clutch (50a) is engaged, whereas the second clutch (50b) is disengaged. The preferred gear shift within the transmission system takes place [i.e. upshift or downshift]. As soon as the preferred gear is engaged or disengaged the second clutch (50a) is re-engaged.

Referring now to Figure 4, which illustrates the powertrain (100) of the hybrid vehicle operating in the gear shift mode. The powertrain (100) may be operated in the gear shift mode, when the electronic control unit (4) energizes the driving means (2) to displace the linear actuator (1) by a second predetermined distance. The second predetermined distance may greater than the first predetermined distance, compared from the end of the linear actuator (1) which may be connectable to the driving means (2). Upon displacement of the linear actuator (1) to the second predetermined distance, the hydraulic fluid may be channelized towards the dual-clutch mechanism (50). The electronic control unit (4) may then operate the at least one direction control valve to allow flow of the hydraulic fluid, to the at least one clutch of the dual-clutch mechanism (50). In an embodiment, the electronic control unit (4) may operate the first direction control valve (3a) to allow flow of the hydraulic fluid to the first clutch (50a), whereby the at least one clutch releasing unit (6) coupled to the first clutch (50a) receives the hydraulic fluid. The at least one clutch releasing unit (6) may then exert hydraulic pressure on the first clutch (50a), in order to disengage the output shaft of the electric drive motor (8) from the input shaft of the transmission unit (9). Meanwhile, operative condition of the second clutch (50b) and the second direction control valve (3b) may impart minimal effect of operation on the powertrain (100), as the input shaft of the transmission may be in a disengaged condition. In the gear shift mode of the powertrain (100), gears housed within the transmission unit (9) may be allowed to shift gears, that is, between upshifting of gears and downshifting of gears, to suitably drive the hybrid vehicle. In an embodiment, the gear shift mode may be employed during transmission of power from the engine (7) as well as the electric drive motor (8).

Referring now to Figure 5, which illustrates the powertrain (100) operating in the engine (7) drive mode of the powertrain (100). The powertrain (100) may be operated in the engine (7) drive mode, when the electronic control unit (4) energizes the driving means (2) to displace the linear actuator (1) by the first predetermined distance. Upon displacement of the linear actuator (1) to the first predetermined distance, the hydraulic fluid may be channelized towards the dual-clutch mechanism (50). The electronic control unit (4) may then operate the first direction control valve (3a) to allow flow of the hydraulic fluid to the first clutch (50a), whereby the at least one clutch releasing unit (6) coupled to the first clutch (50a) receives the hydraulic fluid. The at least one clutch releasing unit (6) may then exert hydraulic pressure on the first clutch (50a), in order to disengage the output shaft of the electric drive motor (8) from the input shaft of the transmission unit (9). Meanwhile, the electronic control unit (4) regulates the second direction control valve (3b) from operation, thereby restricting flow of the hydraulic fluid through the second direction control valve (3b). Due to this, the input shaft of the transmission unit (9) may be disengaged from the output shaft of the electric drive motor (8), while the input shaft of the electric drive motor (8) may be coupled to the output shaft of the engine (7). In the engine (7) drive mode of the powertrain (100), power from the electric drive motor (8) may be employed to crank and/or initiate ignition of the engine (7). The cranking and/or initiation of ignition in the engine (7) may reduce time period required for the powertrain (100) to attain an optimum rotation per minute, thereby may enhance efficiency of the hybrid vehicle. In an embodiment, upon initiation of ignition of the engine (7), the electronic control unit (4) may configure the driving means (2), the first direction control valve (3a), and the second direction control valve (3b), to operate in the hybrid mode of the powertrain (100). Once the engine cranking and/or initiation takes place, the powertrain (100) runs in the engine mode. The torque from the electric drive motor (8) to the engine is cut-off, such that, the electric drive motor (8) will be operating as a free wheel.

Referring now to figures 6 and 7, which illustrates the first and second directional control valves (3a, 3b). Figure 6 illustrates the control valves in OFF condition, that is, no power is supplied to the directional control valves (3a, 3b) and the valves are in closed condition [i.e. normally closed valve]. Figure 7 illustrates the control valve in ON condition, that is, power is supplied to the directional control valves (3a, 3b) and the valves are in open condition [i.e. normally opened valve].

In an embodiment, a hydraulic reservoir (12) may be fluidly connected to the hydraulic cylinder (11), in order to supply the hydraulic fluid, during operation of the driving means (2), and in-turn the linear actuator (1).

In an embodiment, the first predetermined distance and the second predetermined distance may be indicated to the electronic unit by the at least one sensor (5) coupled to the hydraulic cylinder (11), or may be pre-set in a memory unit associated with the electronic control unit (4).

In an embodiment, plurality of sealing elements may be employed in the powertrain (100), in order to avoid leakage of the hydraulic fluid during operation between various modes.

In an embodiment, the actuation unit (25) may be used in an array of vehicles such as electric cars, hybrid electric vehicles, etc., for operating brake systems/mechanisms, clutch system/mechanism and the like.

In an embodiment, the hybrid vehicle may be including, but not limited to, a car, a bus, a truck, and the like.

The electronic control unit (4) may comprise at least one data processor for executing program components and for executing user- or system-generated processes. The processor 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. Further, the processor may be communicatively operated with a memory unit such as Random-Access Memory (RAM), Read-Only Memory (ROM), volatile memory, nonvolatile memory, hard drives, Compact Disc (CD) ROMs, Digital Video Disc (DVDs), flash drives, disks, and any other known physical storage media. In some implementations, the processor may comprise one or more modules. As used herein, the term ‘module’ refers to an Application Specific Integrated Circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and a memory that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality for the claimed system.

EQUIVALENTS

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

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.”

In addition, where features or aspects of the disclosure are described in terms of markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the markush group.

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

REFERRAL NUMERALS:
Particulars Numerals
Linear actuator 1
Driving means 2
Direction control valves 3
First direction control valve 3a
Second direction control valve 3b
Electronic control unit 4
Sensor 5
Clutch releasing unit 6
Engine 7
Electric drive motor 8
Transmission unit 9
Piston 10
Hydraulic cylinder 11
Hydraulic reservoir 12
Actuation unit 25
Dual-clutch mechanism 50
First clutch 50a
Second clutch 50b
Powertrain 100