Claims:We Claim:
1. An integrated powertrain (100) for a vehicle powered with diesel fuel, the integrated powertrain (100) comprising:
a cylinder head (101), configured to accommodate,
a valve train assembly; and
a fuel injector (128) centrally mounted in the cylinder head (101);
a cylinder block (102), configured to receive the cylinder head (101), wherein the cylinder block (102) is defined with an internal cylindrical portion to accommodate:
a piston (112);
at least one piston ring circumscribing a portion of the piston (112); and
a portion of a connecting rod (111) engaged with the piston (112);
a crankcase housing (103), connected to the cylinder block (103), wherein the crankcase housing (103) is configured to accommodate:
a crankshaft (108 and 109), wherein the crank shaft is configured to support:
a starter generator, a balancer shaft drive gear (115) and a timing drive gear (105) at one end; and
a transmission drive gear (121) and fuel pump drive gear at an other end opposite to the one end; and
a transmission assembly (107), comprising:
an input shaft (118) coupled to the transmission drive gear (121) accommodated on the crankshaft (110);
a wet clutch (117) coupled to an end of the input shaft (118);
an output shaft (119) meshed to the input shaft (118);
a reverse gear coupled to the input shaft (118) and the output shaft (119) through a plurality of gears;
a differential assembly (120) coupled to the output shaft (119), wherein the differential assembly (120) is configured to receive at least one drive shaft from either ends.

2. The integrated powertrain (100) as claimed in claim 1, wherein the cylinder block (102) is inclined at a pre-determined angle (ø), with respect to a longitudinal axis A-A of a powertrain (100) of the vehicle.

3. The integrated powertrain (100) as claimed in claim 1, wherein the crankcase housing (103) comprises vertically split halves (103a, 103b), joined through a plurality of fastening members.

4. The integrated powertrain (100) as claimed in claim 1, wherein the starter generator is mounted on crankshaft (110) by at least one fastening member.

5. The integrated powertrain (100) as claimed in claim 1, wherein the starter generator is configured to induce moment of inertia on the crankshaft (110).

6. The integrated powertrain (100) as claimed in claim 1, comprises a fuel injection pump (116) mounted on the crankcase housing (103) by a plurality of first brackets, wherein the fuel injection pump (116) is coupled to the fuel pump drive gear positioned at the other end of the crankshaft (110).

7. The integrated powertrain (100) as claimed in claim 1, comprises one or more balancer shafts (113) mounted parallel to the crankshaft (110), and coupled to the balancer shaft drive gear (115).

8. The integrated powertrain (100) as claimed in claim 1, comprises a pump drive shaft mounted parallel to the one or more balancer shafts (113), and is coupled to the balancer shaft driven gear, wherein the pump drive shaft is configured to drive:
a water pump and oil pump (129), axially mounted in the crankcase housing (103).

9. The integrated powertrain (100) as claimed in claim 1, wherein the valve train assembly includes a plurality of valves (122, 123), a hydraulic lash adjustor (124), at least one valve bridge (126), one or more roller finger followers (127) and an overhead camshaft (125) coupled to the plurality of valves (122, 123).

10. The integrated powertrain (100) as claimed in claim 9, wherein the overhead camshaft (125) is coupled to a timing driven gear (104) which is operatively connected to the timing drive gear (105) at one end of the crankshaft (108 and 109), through a hot oily timing belt.

11. The integrated powertrain (100) as claimed in claim 1, comprises an exhaust gas recirculation [EGR] assembly (107) mounted on the cylinder head (101) by a plurality of second brackets (107a), wherein the exhaust gas recirculation assembly (107) includes at least one EGR valve, an EGR bypass duct and an EGR cooler unit.

12. A four wheeled vehicle powered with diesel fuel comprising an integrated powertrain (100) as claimed in claim 1.

Dated this 21st day of February, 2020

GOPINATH A S
IN/PA-1852
OF K&S PARTNERS
AGENT FOR THE APPLICANT
, Description:FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
The Patents Rules, 2003

COMPLETE SPECIFICATION
[See Section 10 and Rule 13]

TITLE: “AN INTEGRATED POWERTRAIN FOR A VEHICLE POWERED WITH DIESEL FUEL”

Name and address of the Applicant:
TATA MOTORS LIMITED, an Indian company having its registered office at Bombay house, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra, INDIA.

Nationality: Indian

The following specification describes the nature of invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure relates, in general, to automobiles. Particularly, but not exclusively, the present disclosure relates to a powertrain for a compression ignition (CI) engine. Further, embodiments of the present disclosure disclose an integrated powertrain for a four wheeled vehicle including the compression ignition engine.

BACKGROUND OF THE DISCLOSURE

Powertrain assembly is, in general, employed to deliver required power to wheels of a vehicle, for vehicular movement. The powertrain assembly mainly includes an engine, a transmission or gear box comprising plurality of gears, a clutch mechanism for engaging and disengaging of gears in the transmission and a differential mechanism for transferring power from the gears to the wheels of the vehicle. The plurality of gears in the transmission are arranged to possess different gear ratios in order to transmit torque of varied ranges so that, the wheels have enough traction for manoeuvring the vehicle. In conventional vehicles, components such as but not limited to, engine, transmission, differential assembly and the like of the powertrain assembly, are individually enclosed in different housings which may lead to more space consumption in the vehicle. Also, due to number of individual housings, the conventional powertrain assemblies may be bulky and heavy. Such conventional powertrain assemblies may be designed to be installed or accommodated in heavy commercial vehicles, where there are no space constraints and bulkiness of the powertrain assemblies does not matter to the performance or the weight of the vehicle. However, in case of small and light weight vehicles such as light commercial vehicles, passenger cars and the like that are driven by diesel fuel, space availability for powertrain packaging or installation may be critical. Also, it is critical for installing heavy powertrain in smaller vehicles, which may lead to minimising fuel efficiency of the vehicle.

With advent of technology, numerous efforts have been made to minimise size of the powertrain assemblies in order to render the powertrain assemblies adaptable to comparatively smaller vehicles. One such manner in which size of the powertrain assemblies can be minimized is by inclining cylinders of the engine at a defined angle to maximize space available in the cylinder head or that of the crankcase of the engine, as performed in two-wheeled motorcycles. This configuration may allow the engine to be mounted further forwards in the motorcycle, giving rise to advantages in the design of the motorcycle, including allowing a more compact powertrain configuration. However the inclined arrangements have its own advantages and disadvantages for four wheeled vehicle applications.
The present disclosure is directed to overcome one or more limitations stated above and any other limitations associated with the prior arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of conventional system are overcome, and additional advantages are provided through the provision of system 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 disclosure, an integrated powertrain for vehicle powered with diesel fuel is disclosed. The integrated powertrain includes a cylinder head, configured to accommodate a valve train assembly and a fuel injector mounted in the cylinder head. Further, a cylinder block is provisioned in the integrated powertrain and is configured to receive the cylinder head. The cylinder block is defined with an internal cylindrical portion to accommodate a piston. Also, the integrated powertrain includes a crankcase housing, that is connected to the cylinder block. The crankcase housing is configured to accommodate a crankshaft. The crankshaft is configured to support a starter generator, a balancer shaft drive gear and a timing drive gear at one end, while a transmission drive gear and fuel pump drive gear are supported at an other end opposite to the one end of the crankshaft. Additionally, a transmission assembly is provisioned in the integrated powertrain, where the transmission assembly includes an input shaft coupled to the transmission drive gear accommodated on the crankshaft, a wet clutch coupled to an end of the input shaft and an output shaft meshed to the input shaft. In addition, the transmission assembly with reverse gear also includes a differential assembly which is coupled to the output shaft, where the differential assembly is configured to receive at least one drive shaft from either ends.

In an embodiment of the present disclosure, the cylinder block is inclined at a pre-determined angle, with respect to a longitudinal axis A-A of a powertrain of the vehicle.

In an embodiment of the present disclosure, the crankcase housing comprises vertically split halves, joined through a plurality of fastening members.

In an embodiment of the present disclosure, the starter generator is mounted on crankshaft by at least one fastening member.

In an embodiment of the present disclosure, the starter generator is configured to induce moment of inertia on the crankshaft.

In an embodiment of the present disclosure, the powertrain comprises a fuel injection pump mounted on the crankcase housing by a plurality of first brackets, wherein the fuel injection pump is coupled to the fuel pump drive gear positioned at the other end of the crankshaft.

In an embodiment of the present disclosure, the powertrain also comprises one or more balancer shafts mounted parallel to the crankshaft and coupled to the balancer shaft drive gear.

In an embodiment of the present disclosure, the powertrain primary unbalance forces are fully balanced with an arrangement of counter weights on crankshaft and balancer shaft.

In an embodiment of the present disclosure, the powertrain further comprises a pump drive shaft mounted parallel to the one or more balancer shafts. The pump drive is coupled to the balancer shaft driven gear and is configured to drive a water pump and oil pump, axially mounted in the crankcase housing.

In an embodiment of the present disclosure, the valve train assembly includes a plurality of valves, a hydraulic lash adjustor, at least one valve bridge, one or more roller finger followers and an overhead camshaft coupled to the plurality of valves.

In an embodiment of the present disclosure, the overhead camshaft is coupled to a timing driven gear which is operatively connected to the timing drive gear at one end of the crankshaft, through a hot oily timing belt.

In an embodiment of the present disclosure, the powertrain comprises an exhaust gas recirculation [EGR] assembly mounted on the cylinder head by a plurality of second brackets. The EGR assembly includes at least one EGR valve, an EGR bypass duct and an EGR cooler unit.

It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

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 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 drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings wherein like reference numerals represent like elements and in which:

Figure. 1 illustrates a schematic view of an integrated powertrain for a vehicle, in accordance with an embodiment of the present disclosure.

Figure. 2 illustrates sectional front view of the integrated powertrain of Figure. 1.

Figure. 3 illustrates a top sectional view of the Figure. 1.

Figure. 4 illustrates another front sectional view of the integrated powertrain of figure. 1

Figure. 5 illustrates a top view of the transmission assembly, equipped inside the crankcase, in accordance with an exemplary 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 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 below. It should be understood, however, that it is not intended to limit the disclosure to the particular form disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

It is to be noted that a person skilled in the art would be motivated from the present disclosure and modify various constructions of an integrated powertrain powered with diesel fuel, which may vary from vehicle to vehicle. However, such modifications should be construed within the scope of the 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 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 assembly that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such assembly. In other words, one or more elements in the assembly proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the assembly.

Embodiments of the present disclosure disclose an integrated powertrain for vehicle powered with diesel fuel. The integrated powertrain includes a cylinder head, configured to accommodate a valve train assembly and a fuel injector mounted in the cylinder head. Further, a cylinder block is provisioned in the integrated powertrain and is configured to receive the cylinder head. The cylinder block is defined with an internal cylindrical portion to accommodate a piston, at least one piston ring circumscribing a portion of the piston and a portion of a connecting rod engaged with the piston. Also, the integrated powertrain includes a crankcase housing, that is connected to the cylinder block. The crankcase housing is configured to accommodate a crankshaft. The crankshaft is configured to support a starter generator, a balancer shaft drive gear and a timing drive gear at one end, while a transmission drive gear and fuel pump drive gear are supported at an other end of the crankshaft. Additionally, a transmission assembly is provisioned in the integrated powertrain, where the transmission assembly includes an input shaft coupled to the transmission drive gear accommodated on the crankshaft, a wet clutch coupled to an end of the input shaft and an output shaft meshed to the input shaft. In addition, the transmission assembly also includes a differential assembly which is coupled to the output shaft, where the differential assembly with reverse gear is configured to receive at least one drive shaft from either ends. The at least one drive shaft extending from either sides of the differential assembly may be coupled to the wheels of the vehicle. The integrated powertrain of the present disclosure is configured such that all the components of the powertrain i.e. engine, transmission, charging system and starting system are confined inside a common housing. Thus, the integrated powertrain is compact in size, robust in design and lesser in weight.

The integrated powertrain of the disclosure may be used in various types of vehicles including small or large cars, sport utility vehicles, multi utility vehicles, luggage or goods carrying vehicles like light commercial vehicles and the like.

The following paragraphs describe the present disclosure with reference to Figures. 1 to 5. In the Figures, the same element or elements which have similar functions are indicated by the same reference signs. In the figures, vehicle is not illustrated for the purpose of simplicity.

Figure 1 is an exemplary embodiment of the present disclosure, which illustrates a front view of an integrated powertrain (100) that may be powered with diesel fuel, for a four wheeled vehicle, while other fuels such as, but not limited to, bio-diesel may also be used. The integrated powertrain (100) [also referred to as “powertrain (100)”] broadly includes a cylinder head (101), a cylinder block (102) and a crankcase housing (103) that are integrated with one another. In an embodiment, the cylinder block (102) may be configured to receive the cylinder head (101) atop, while the crankcase housing (103) may be connectable to the cylinder block (102) from a bottom, to hermetically seal fluid flow from the cylinder block (102). The cylinder head (101), the cylinder block (102) and the crankcase housing (103) may be integrated temporarily or may be permanently attached, in order to conjugately operated with one other during operation of the powertrain (100). The cylinder head (101) may be attached to the cylinder block (102) by a mechanical joining means including, but may not be limited to, fastening, while suitable sealant may be provisioned at the cylinder block (102) and cylinder head (101) interface to mitigate leakage of fluid interaction within such interface. Further, the crankcase housing (103) may be formed by integrating vertically split halves (103a, 103b), along a vertical axis of the crankcase housing (103) and such vertically split halves (103a, 103b) may be joined by fastening means such as, but not limited to, nut-bolt assembly (107), riveting, clamping, snap-locking, and the like, to rigidly hold the crankcase housing (103) during operation of the powertrain (100). In an embodiment, a sealing member may be provided between the vertically split halves (103a) to seal the crankcase housing (103). The vertically split halves (103a, 103b) of the crankcase assists in optimising the size and weight of the powertrain (100).
Further referring to Figure 1, the powertrain (100) may include a fuel injection pump (116) that may be mounted on the crankcase housing (103). In an embodiment, the fuel injection pump (116) may be mounted either within the crankcase housing (103) or may be externally coupled to the crankcase housing (103) by a plurality of first brackets, as per operational configuration of the fuel injection pump (116). In an embodiment, the fuel injection pump (116) may be at least one of oil lubricated type or a fuel lubricated type and accordingly, the fuel injection pump (116) may be connected to the crankcase housing (103) of the powertrain (100). Additionally, an exhaust gas recirculation [EGR] assembly (107) which provisioned in the powertrain (100), where the EGR assembly (107) may be externally mounted on the cylinder head (101) or cylinder block (102) or crankcase housing (103). The EGR assembly (107) may be mounted by means including but not limited to, fastening, and the like, through a plurality of second brackets (107a). In an embodiment, the EGR assembly (107) may include components such as, but not limited to, an EGR bypass duct, at least one EGR valve, an EGR cooler unit, and a plurality of sealants/gaskets.
Referring now to Figure 2, the cylinder block (102) of the powertrain (100) may be defined with an internal cylindrical portion, where the internal cylindrical portion and the cylinder head (101) received by the cylinder block (102) may operationally act as combustion chamber to produce power for imparting movement to the vehicle. Further, the internal cylindrical portion is configured to accommodate components such as, but not limited to, a piston (112), at least one piston ring circumscribing a portion of the piston (112), a portion of a connecting rod (111) that may be engageable with the piston (112), and the like. The piston (112) may be disposable in the internal cylindrical portion such that, the piston (112) operationally divides the combustion chamber between the crankcase housing (103) and the cylinder head (101). Also, the dimension of the internal cylindrical portion may be defined so as to be comparable with that of the piston (112) in order to attain a transitional fit, while the at least one piston ring may provide ingress seal between the piston (112) and the internal cylindrical portion for mitigating flow of fluid from one portion of the combustion chamber to the other, during operation.
Additionally, the cylinder head (101) may be configured to house a valve train assembly, a fuel injector (128), timing components for valve train assembly [as best seen in Figure 3], and the like. The fuel injector (128) may be mounted in the cylinder head (101) and may be removably fixed by to the cylinder head (101) by means including, but not limited to, fastening, snap locking, press fitting, adhesive bonding, and the like. The fuel injector (128) may be positioned in the cylinder head (101) such that, the fuel injector (128) may be centrally disposed corresponding to a central axis of the internal cylindrical portion of the cylinder block (102), to inject the fuel for compression between the cylinder head (101) and the piston (112). Also, the fuel injector (128) may be either mechanically operated or may be operated by electronic/piezo-electronic means for injecting fuel into the internal cylindrical portion of the cylinder block (102). The fuel injectors that may be operable based on mechanical means may include pin/ball and valve arrangement, while the fuel injector (128) that may be electronically controlled may be interfaced with an electronic control unit associated with the vehicle. This way, quantity of fuel being injected and/or consumed for operating the powertrain (100) may be regulated.
In an embodiment, the cylinder block (102) may be inclined at a pre-determined angle with respect to a longitudinal axis A-A of a powertrain (100) of the vehicle. As an example, the predetermined angle may be in the range of around 8 degrees to 12 degrees. Inclining the cylinder block (102) at a predetermined angle facilitates in saving space in vertical direction and enables in bigger cabin or load body space at the vehicle, which in turn increase in ground clearance.
Referring now to Figure 3, the valve train assembly accommodated on the cylinder head (101) may include components such as, but not limited to, a plurality of valves (122) corresponding to the internal cylindrical portion, an overhead camshaft (125), an hot oily timing belt, and the like. The plurality of valves (122) in the cylinder head (101) may be positioned corresponding to the internal cylindrical portion in the cylinder block (102) and may be circumferentially or proximally positioned about the fuel injector (128). The plurality of valves (122) are configured to selectively allow fluid including, but not limited to, air, fuel, gases, and the like, to flow into and out from the internal cylindrical chamber. The plurality of valves (122) include at least one inlet valve (122) and at least one outlet valve (123), where such inlet valve and outlet valve may be selectively operated by the overhead camshaft (125), to regulate quantity of flow of such fluid into and out from the internal cylindrical portion. In an illustrative embodiment, the powertrain (100) includes a single cylinder engine, having four valves (122) for operation. For example, the cylinder block (102) is defined with one internal cylindrical portion, which is enclosed by the cylinder head (101) having two-inlet valves (122) and two-outlet valves (122), for flow of fluid such as, diesel, into the internal cylindrical portion for combustion and power generation from such combustion.
In an embodiment, the overhead camshaft (125) may be replaceable by an electronic valve controller, in order to control operations of the inlet valve and the outlet valve. As the overhead camshaft (125) is mechanical in nature, the cylinder head (101) may be defined to contain a predetermined quantity of oil, which may be at least one of lubricating and cooling oil. The oil may be suitably supplied to the overhead camshaft (125) as well as the plurality of valves (122) along with associated subsidiary components. For supplying of such oil, the plurality of valves (122) and the overhead camshaft (125) may be mechanically coupled to a hydraulic lash adjustor (124), at least one valve bridge (126), one or more roller finger followers (127), and the like, which constitutes part of the valve train assembly. In addition, the hydraulic lash adjustor (124) may be defined with tappets settings along with a pivotable rocker arm [not seen in Figures] in order to minimize noise and improve engine durability as well as reduce the need for periodic adjustment of valve clearance in the valve train assembly.
In an embodiment, a portion of the connecting rod (111) may be configured to reside in the internal cylindrical portion of the cylinder block (102) due to connection of one end of the connecting rod (111) with the piston (112), while other end of the connecting rod (111) may be coupled to a crankshaft (110), accommodated in the crankcase housing (103). The connecting rod (111) may be configured to transfer power from the combustion chamber in the cylinder block (102) to the crankshaft (110), where the crankshaft (110) may be configured to convert such power into mechanical rotational energy for vehicular movement. The crankshaft (110) may be configured to support a starter generator, a balancer shaft drive gear (115) and a timing drive gear (105) at one end, while a transmission drive gear (121) and fuel pump drive gear may be supported at an other end of the crankshaft (110). The starter generator may be coupled to one end of the crankshaft (110) by at least one fastening member [not shown in Figures]. The starter generator may act as a flywheel and may be configured to induce moment of inertia on the crankshaft (110), which inherently assists in either generating or maintaining inertia of the crankshaft (110) for vehicular movement. Due to motion of the starter generator or that of the crankshaft (110), the timing gear (105) supported by the crankshaft (110) may be configured to rotate, where the timing drive gear (105) may be operationally coupled to a timing driven gear (104), attached to one end of the overhead camshaft (125), through a timing belt. Such configuration of connecting the camshaft and the crankshaft (110) may allow suitable operation of the plurality of valves (122) in the valve train assembly for aiding in combustion of the fuel, thereby enhancing efficiency of the powertrain (100).
In the illustrative embodiment, the crankshaft (110) is made up of three pieces and also is configured to support an integral connecting rod (111) extending from one end of the crankshaft (110). Further, the balancer shaft drive gear (115) which is accommodated at one end of the crankshaft (110), may be configured to drive one or more balancer shafts (113) that may be mounted parallel to the crankshaft (110). The one or more balancer shafts (113) may be configured to balance reciprocating mass, in order to enable smooth operation of the powertrain (100). The crankshaft (110) may also be configured to support a sensor wheel and a ring gear on each of a web, where the web may be either an inward or an outward extension of the crankcase housing (103) to accommodate the sensor wheel and the ring gear, based on requirement. This arrangement of the components on the crankshaft (110) may help in forming an integrated connecting rod (111), in which needle bearing may be used at a bigger end to reduce frictional losses in the crank train.
In an embodiment, the timing belt extends along the cylinder head (101), the cylinder block (102) and the crankcase housing (103) and may be in continuous contact with hot oily atmosphere provisioned in the cylinder head (101), in order to couple the timing drive gear (105) and the camshaft. Operating the timing belt in hot oily atmosphere may result in reduced noise and vibrations within the cylinder head (101). Additionally, a belt tensioner [not shown in Figure] may be provided to provide necessary tension to the belt, in order to reduce the chances of belt slipping from the timing drive gear (105), due to expansion. Since, the valve train assembly adapts single overhead camshaft (125), results in considerable weight and cost saving. Further, it also results in reduction in the number of parts in the timing drive mechanism, and hence, reduces space requirements. In an embodiment, exhaust for recirculation may be externally taken from an exhaust side of the cylinder block (102) and released into intake side before intake throttle.
Now referring to figures 4 and 5, which illustrate front & top sectional view of the powertrain (100) and top view of the transmission assembly (107) accommodated inside the crankcase housing (103) respectively. Along with the crankshaft (110) and other subsidiary components, the crankcase housing (103) may also be configured to accommodate the transmission assembly (107), which assists in providing wide ranges of torque value, irrespective of the speed in which the powertrain (100) may operate. The transmission assembly (107) comprises an input shaft (118) coupled to the input drive gear on the crankshaft (110), a wet clutch (117) coupled to an end of the input shaft (118), an output shaft (119) coupled to the input shaft (118) through a plurality of driven gears and a differential assembly (120) coupled to the output shaft (119) through at least one differential assembly (120). The differential assembly (120) may be configured to receive driving shafts, to which wheels of the vehicle may be assembled. During operation of the powertrain (100), the input drive gear, mounted on the crankshaft (110) drives the input shaft (118). Based on the required torque range, the wet clutch (117) on the end of the input shaft (118) may be operated, in order to change the gear engagement of the input shaft (118). The output shaft (119) rotates as per gear engagement or gear ratio from the input shaft (118). Further, the power from the output shaft (119) is transferred to the differential assembly (120), thus resulting in manoeuvring of the vehicle. Additionally, the transmission assembly (107) may also include a reverse gear [not seen in figures], which may be coupled to the input shaft (118) and the output shaft (119) through a plurality of gears provisioned thereon.
In an embodiment, controlling quantity of flow of air and fuel into the combustion chamber assists in complete combustion of the air-fuel mixture and thus reduces emissions. The power generated due to combustion of air-fuel mixture inside the combustion chamber of the cylinder block (102), is transferred on to the piston (112), which in turn transfers power on to the connecting rod (111). The connecting rod (111), further transfer the power to the crankshaft (110), which is accommodated inside the crankcase housing (103).
During working of the powertrain (100), heat may be generated due to friction between the number of moving parts, but not limiting to gears in the transmission assembly (107). In order to timely mitigate the heat generated in the powertrain (100), lubricating system is equipped in the powertrain (100) to maintain optimum operating temperature. The lubricating system mainly comprises of water pump and a pair of oil pumps i.e. low pressure oil pump (129) and a high pressure oil pump (129), which are mounted on the same axis and driven by a pump driving shaft, which is mounted parallel to the one or more balancer shafts (113), inside the crankcase housing (103). In an embodiment, adopting common pump driving shaft eliminates the requirement of separate driving shaft for the both oil pump (129) and water pump. This results in minimum space consumption inside the crankcase housing (103) and contribute in optimising the size of the powertrain (100).
In an embodiment, the piston (112) rings used to circumscribe the piston (112) are made of low friction material, in order to reduce friction during operation and improve fuel economy.
In an embodiment, roller bearings may be used in the powertrain (100), to reduce friction between the moving parts, which in turn reduces the heat generated and thus results in better fuel economy.
In an embodiment, the starter generator may be integrally formed as a flywheel to induce moment of inertia on to the crankshaft (110) after a power stroke and as an alternator to charge the battery of the vehicle.
In an embodiment, the integrated powertrain (100) may be configured to obtain various power ratings by changing valve timings, valve spring and fuel quantity.
In an embodiment of the disclosure, the integrated powertrain (100) architecture is used for operation with diesel or bio-diesel fuel.
In an embodiment, the crankcase housing may be configured to either internally accommodate a starter motor (114), which may be coupled to the crankshaft (110). Also, the starter motor (114) may be coupled to a ring gear (109) mounted on a web of the crankshaft (110), for operation. The starter motor (114) may be a nose-less starter motor configured to have starting and Start-Stop function, to selectively initiate rotation of the crankshaft (110) for reciprocation of the piston (112).
In an embodiment, the fuel injection pump (116) is coupled to the fuel pump drive gear positioned at the other end of the crankshaft (110).
In an embodiment, the cylinder block (102) may include an electronic throttle body, which is configured to control air flow into the combustion chamber, such that only precise quantity of air is supplied into the combustion chamber.
In an embodiment, the crankcase housing (103) is also, defined with a common provision for filling the oil and accommodating a dipstick. As an example, the dipstick may be used for determining the oil level inside the tank.
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."

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:
Numeral Description
100 Integrated powertrain
101 Cylinder head
102 Cylinder block
103 Crankcase housing
104 Timing driven Gear
105 Timing drive Gear
106 OMS (Oil Mist Separator)
107 EGR Assembly
108 Sensor wheel
109 Ring gear
110 Crankshaft Assembly
111 Connecting Rod
112 Piston
113 Balancer shaft
114 Starter motor
115 Balancer shaft drive gear
116 Fuel pump
117 Wet Clutch
118 Input shaft
119 Output shaft
120 Differential Assembly
121 Transmission drive gear
122 Intake valve
123 Exhaust valve
124 Hydraulic Lash Adjustor
125 Camshaft
126 Valve bridge

127 Roller Finger Follower
128 Fuel Injector
129 Oil pump assembly
130 Water pump