FORM 2
THE PATENTS ACT 1970
(39 of 1970)
&
THE PATENTS RULES, 2003


PROVISIONAL SPECIFICATION
(See Section 10; rule 13)
TITLE OF THE INVENTION Automated power train system
APPLICANTS
TATA MOTORS LIMITED, an Indian company
having its registered office at Bombay House,
24 Homi Mody Street, HutatmH Chowk,
Mumbai 400 001 Maharashtra, India
INVENTORS
SURESH ARIKAPUDI, ILANGO PANNEERSELVAN and
S GOVINDARAJAN all Indian national
of TATA MOTORS LIMITED an Indian company
having its registered office at Bombay House,
24 Homi Mody Street, Hutatmfl Chowk,
Mumbai 400 001 Maharashtra, India
PREAMBLE TO THE DESCRIPTION
The following specification particularly describes the invention.

FIELD OF INVENTION
The present invention generally relates to power train system and more particularly it relates to automated manual transmission power train system to reduce driveline torque oscillations for hybrid electric vehicle.
BACKGROUND OF INVENTION
In advent of global warming, government emission regulations and ownership / maintenance cost for the customer, power train efficiency and system cost plays a very vital role. Considering cost and efficiency manual transmission was sole candidature to meet the goals. But manual transmission is known for skilled art driving, complex control of clutch for smooth operation & also during gear changes engine kinetic energy is lost.
Growing demands of vehicle user for comfort, fuel economy and lower ownership cost have set forth new targets for automotive vehicle designers. To achieve comfort and fuel economy without much increase in acquisition cost becomes a primary goal of the vehicle design. Electric vehicles and alternative propulsion vehicles are sought has solution to meet the demands of the customer. Electric vehicles are know for there lowest running cost, but there penetration as customer option is limited by driving range and higher acquisition cost. Vehicle designers are working out innovate ways to overcome these short-comes.
A hybrid vehicle is a vehicle that has at least two sources of energy. A hybrid electric vehicle (HEV) is a vehicle wherein energy sources are from chemical & electric. Motor converts electric energy source to propulsive force for the vehicle & heat engine converts chemical to propulsive force. Heat Engine can use either

diesel or gasoline or LPG or CNG or bio-diesel or Hydrogen or blend of these fuels.
HEV driving range is similar to conventional engine driven vehicles & acquisition cost far lesser than electric vehicle of same driving range.
Energy converters like heat engine & motor or coupled to one or more wheels through transmission. The transmission device may contain plurality set of gears or simple direct coupling to the wheels. To meet the fuel economy & performance of the vehicle; transmission selection & control of energy converters plays major critical role. Broadly Transmissions are of two type's manual & automatic transmissions.
Manual transmissions are know for there high efficiency but requires high skill & co-ordination between the limbs to drive the vehicle. Comfort of the passenger is depended on the driver skill. Automatic transmission gives best comfort to the drive but at cost of lower efficiency. To give the best to the customer vehicle designers developed a system in which driver gets the comfort feel of the automatic transmission & as well as better efficiency of manual, this is achieved by adding additional electronic controllers for shifting by replacing the manual shifters & using typical manual transmission components, they are called as automated manual transmission(AMT).
Vehicles with AMT are known for unsatisfactory perception for drivability due to ratio shifts & torque interruption in short duration of time. Through software tuning vehicle designers have refined the system but still torque oscillations are perceptible. These oscillations are much perceivable during vehicle launch & gear shifting.

By using additional torque source during shifting US 6319168 proposed a solution. In this patent one axle is driven by motor & other through engine & motor combination. Axle with engine & motor consists of engine, automated clutch, and transmission with polarity gears, motor coupled to input shaft of transmission, differential & drive shafts. During gear shifting following actions take place:
• Engaged gear set is disengaged & simultaneously other axle motor torque is compensated for loss of engine torque source
• Second motor with engine is used for speed synchronization of the input shaft to target gear ratio.
• After attaining target input shaft speed gear shifting mechanism engages the target gear ratio
Incase of single torque source power train engine alone or motor alone can do speed synchronization, so results in loss of kinetic energy of power train during up shift.
Above apparatus uses two motors & it gives benefit of four wheel drive, this configuration is very well suitable for bigger & higher end cars. Cost of acquisition is higher due to additional active axle, motor & transmission for the motor.
OBJECT OF INVENTION
The main object of the present invention is to provide an automated power train system
Another object of the present invention is to provide an automated power train system which can deliver improved power distribution & comfort.

Yet another objective of the present invention to provide an automated power train system which is having Speed ratios of minimum 7 speeds.
Yet another objective of the present invention to provide an automated power train system which is suitable for front wheel driven vehicles.
Yet another objective of the present invention to provide an automated power train system which can be configured from manually operated transmission
Yet another objective of the present invention to provide an automated power train system which can be configured from manually operated transmission & electronically controlled.
Yet another objective of the present invention to provide an automated power train system which facilitates traction during speed ratio change.
Yet another objective of the present invention to provide an automated power train system which helps fast shifting using speed synchronization, in which input shaft of transmission is synchronized by engine to the target speed based on target speed ratio & output shaft speed.
Yet another objective of the present invention to provide an automated power train system which facilitates compact in length transaxle with multiple speed
ratios.
Yet another objective of the present invention to provide an automated power train system which gives mechanical torque amplification for Motor torque to reduce machine size.

Yet another objective of the present invention to provide an automated power train system which facilitates multiple speed ratios for motor drive during traction and regeneration.
Yet another objective of the present invention to provide an automated power train system which facilitates fault tolerant, i.e. possibility of only motor or only engine driving the vehicle.
Yet another objective of the present invention to provide an automated power train system which facilitates cranking the engine from traction motor without additional start device.
BRIEF DESCRIPTION OF INVENTION
In accordance with present invention, power train system comprising;
First input shaft (11) and second input shaft (26), said first input shaft is coupled to output shaft (5) through synchronizer (10), first input shaft comprises gear (22), output shaft having gears (23.24), the lay shaft (27) is coupled with second input shaft (26) through synchronizer (13), second input shaft (26) having gear (12), first lay shaft (27) having gears (14.03) and sprocket (04), synchronizer (15) couples gears (14 or 04) with shaft (27). The said first input shaft (11) is coupled with second input shaft (26) through the gears (22) and gear (12) , said output shaft (05) and lay shaft (27) is coupled with each other through the gears (14,23) and gears (03,24).
The said sprocket (04) is coupled with sprocket (01) of motor (28) through the chain (02).

Second lay shaft (25) having gears (09, 08, 06) and synchronizer (07). Second lay shaft (25) is coupled with the first input shaft (11) through gear (22, 09) and to the output shaft (05) through gears (23, 08) and gears (24, 06). Synchronizer (07) couples gears (08 or 06) which are mounted on said second lay shaft (25).
Referring to figure-01 ( section at X-X),
Third lay shaft (29) having gears (16, 17, 19) and synchronizer (18). Third lay shaft (29) is coupled with the first input shaft (11) through gear (22, 16) and to the output shaft (05) through gears (23, 17) and gears (24, 19). Synchronizer (18) couples gears (17or 19) which are mounted on said third lay shaft (29).
Present invention provides a hybrid power train system, includes internal combustion engine having output shaft; a frictional clutch coupling engine with transmission; transmission with torque split gear sets, output shaft, 3 secondary shafts, drive shaft; electric motor / generator coupled to one of the secondary shaft through a chain or gear train. Layout of input shaft, secondary shaft & output shaft gives flexibility for power train to have only motor drive during the gear shift. It also gives freedom for the engine to do speed synchronization between secondary shaft & out shafts with out losing traction during gear change.
• One advantage of the present invention in that manual transmission provides more efficient transmission by eliminating parasitic losses of hydraulic fluid of both automatic transmission and Continuous variable transmission (CVT)
• Yet another advantage of the present invention is that gives platform for developing electronically controlled manually operated gear box.
• Yet another advantage of the present invention is that provides a hybrid power train which can deliver improved power distribution & comfort.

• Yet another advantage of the present invention is that provides a hybrid power train with Speed ratios of minimum 7 speeds for better optimization flexibility for fuel economy 8t performance together.
• Yet another advantage of the present invention is that provides a hybrid power train suitable for front wheel driven vehicles with more stepped gear ratio changes.
• Yet another advantage of the present invention is that provides traction during speed ratio change
• Yet another advantage of the present invention is that provides fast shifting using speed synchronization, in which input shaft of transmission is synchronized by engine to the target speed based on target speed ratio & output shaft speed. During traction is engine operated in torque control loop and while gear change engine control is in speed loop for speed synchronization.
• Yet another advantage of the present invention is that provides compact in length transaxle with multiple speeds and option for motor coupling
• Yet another advantage of the present invention is that provides mechanical torque amplification for Motor torque to reduce machine size.
• Yet another advantage of the present invention is that provides multiple speed ratios for motor drive both during traction & regeneration
• Yet another advantage of the present invention is that provides fault tolerant, i.e. possibility of only motor or only engine driving the vehicle
• Yet another advantage of the present invention is that provides possibility of cranking the engine from traction motor without additional start device.

DETAILED DESCRIPTION OF INVENTION
Referring now to the drawings wherein the showings are for the purpose of illustrating a preferred embodiment of the invention only, and not for the purpose of limiting the same.
Now referring to figure-01, In accordance with present invention, power train system comprising;
First input shaft (11) and second input shaft (26), said first input shaft is coupled to output shaft (5) though synchronizer (10), first input shaft comprises gear (22), output shaft (05) having gears (23,24) , the lay shaft (27) is coupled with second input shaft (26) through synchronizer (13), second input shaft (26) having gear (12), first lay shaft (27) having gears (14,03) and sprocket (04), synchronizer (15) couples gears (14 or 04) with shaft (27). The said first input shaft (11) is coupled with second input shaft (26) through the gears (22) and gear (12) , said output shaft (05) and lay shaft (27) is coupled with each other through the gears (14,23) and gears (03,24).
The said sprocket (04) is coupled with sprocket (0[) of motor (28) through the chain (02).
Second lay shaft (25) having gears (9,8,6) and synchronizer (07). Second lay shaft (25) is coupled with the first input shaft (11) through gear (22,09) and to the output shaft (05) through gears (23,08) and gears (24,06). Synchronizer (07) couples gears (08 or 06) which are mounted on said Second lay shaft (25).
Referring to figure-01 (section at X-X)

Third lay shaft (29) having gears (16, 17, 19) and synchronizer (18). Third lay shaft (29) is coupled with the first input shaft (11) through gear (22, 16) and to the output shaft (05) through gears (23, 17) and gears (24, 19). Synchronizer (18) couples gears (17or 19) which are mounted on said third lay shaft (29).
Referring to the Fig 1 hybrid power train system, arranges according the present invention is illustrated for motor vehicle. Hybrid pc>wer train system includes a heat engine (21) operating on hydrocarbon based fossil fuels or Hydrogen or mixer of both. Heat engine (21) is coupled to frictional clutch (20). Clutch operation mechanism may be electro-mechanical or electro magnetic with clutch wear compensation and as well as controlled rate of engagement & disengagement. Clutch transmits the power and rotations of the engine to transmission input shaft (11). Clutch can be replaced with Sprag wheel which can transfer power & rotation only from engine to transmission. Transmission includes following items:
• First Input shaft (11) with permanently coupled gear (22)
• Output shaft (05) constitutes of gear (23), gear (24) & synchronizer (10). Gear (23) is permanently engaged with gear (08), gear (14) and gear (17), similarly Gear (24) is permanently engaged with gear (06), gear (03) & gear (19). Output shaft (05) connects differential with additional reduction of constant mesh gear sets. Synchronizer (10) helps in engagement of direct drive from engine, by linking first input shaft (11) with output shaft (05).
• Shaft (26) carries permanent gear (12), this gear is constantly engaged with gear (22).
• Shaft (25) carries permanent gear (09), synchronizer (07), gear (06) & gear (08). Gear (09) is constantly engaged with gear (22). Gear (06) & gear (08) are floating gears on shaft (25) and constantly engaged with

gear (24) and gear (23) respectively. Synchronizer (07) couples gear (06) or gear (08) to shaft (25).
• Shaft (29) carries permanent gear (16), synchronizer (18), gear (17) & gear (19). Gear (16) is constantly engaged with gear (22). Gear (17) & gear (19) are floating gears on shaft (29) and constantly engaged with gear (24) and gear (23) respectively. Synchronizer (18) couples gear (17) or gear (19) to shaft (29).
• Shaft (27) constitutes of synchronizer (13), synchronizer (15), gear (14), gear (03) and sprocket (04). Synchronizer (13) couples shaft (27) with shaft (26) to couple engine and motor torque. Gear (14) & gear (03) are floating gears on shaft (27) and constantly engaged with gear (23) and gear (24) respectively. Synchronizer (15) couples gear (14) or gear (03) to shaft (27). Sprocket (04) couples motor (28) to shaft (27). Coupling of motor (28) to shaft (27) can be through gear train or either by chain drive (02).
• Synchronizer (13) and Synchronizer (10) are two position units with left & neutral.
• Synchronizer (07), Synchronizer (15) and Synchronizer (18) are three position units with left, neutral & right.
Operation of the transmission is as follows: Referring to Figure -02 which shows the power flow for speed ratio 1,
Output Shaft-(05) is coupled to motor (28) or engine (21) or both through Gear (03). Synchronizer (15) couples Gear (3) to Shaft (27). Synchronizer (13) couples Shaft (26) & Shaft-(27) during engine drive. For driving through motor (28). only synchronizer (15) engages shaft (27) with gear (03), for driving through engine (21) both synchronizer (13) and synchronizer (15) are required to be engaged for power flow through gear (03).

For this speed ratio, synchronizer (15) couples input shaft (27) and gear (03), which in turn drives output shaft (05) through gear (24). When motor alone is driving the vehicle, only synchronizer (15) is engaged. On demand of more power for vehicle engine can also drive the vehicle through synchronizer (13), which couples second input shaft (26) with shaft (27). The said first shaft (11) and second input shaft (26) are coupled through gear (22) and gear (12) from respective input shaft.
On the event of speed ratio change, motor continues to support vehicle traction through existing speed ratio. For next speed ratio engagement engine target speed is estimated for speed synchronization from target speed ratio, coupling ratio between the input shaft (11) & shaft (29) or shaft (25) or shaft (26) and output shaft (05) speed. Engine is controlled in speed loop to keep up the target speed. With control of torque oscillations & shift force target ratio is engaged. On completion of engagement of the target ratio engine control mode is changed to torque loop, set torque is manipulated as per torque share between motor and engine with respective to driver demand.
Now referring Figure-03 which shows the power flow from motor (28) to wheels through existing engaged gear ratio during speed ratio change from 1 to 2,
Output Shaft (05) is coupled to only motor (28) through Gear (03). Synchronizer (15) couples Gear (03) to Shaft (27). Synchronizer (07) is in neutral position . During neutral, Motor is still driving the output shaft (05) while speed ratio is changing from ratio 1st to 2nd. The second lay shaft (25) speed is getting sync with out shaft (05) based on speed ratio 2nd. While engine is setting the speed synchronization for speed ratio 2nd, on completion of speed synchronization speed

ratio 2nd is engaged and torque share between engine and motor are set as per
driver requirements by vehicle controller.
Referring Figure-0 4 which shows the complete power flow for 2nd speed ratio.
Similarly speeds ratios from 2nd to 7th changes over are embed through figures
from 4 to 14.
Synchronizer (07) engages Gear (06), to provide engine (21) power for vehicle
traction.
Now referring to figure -05, Motor drive is similar to Figure-0 3. Motor is still driving the output shaft (05) while speed ratio is changing from ratio 2nd to 3rd.
Referring to figure-06 which indicates Power flow for Speed 3r .
Synchronizer (18) engages Gear (19), to provide engine (21) power for vehicle
traction.
Referring figure-07 which indicates the Power flow during gear shift from 3rd to 4l speed Ratio. Figure-0 8 which shows Power flow for Speed 4 in the drive train.
Referring figure-09 which shows Power flow during shift from 4th to 5th speeds 'Ratio.
Referring to figure-10 which shows Power flow for Speed 5th .
Referring to figure-11 which shows Power flow during shift from 5th to 6th speed Ratio. Motor drive is similar to Figure-0 3. Synchronizer (18) couples Gear (17) (Speed ratio 6) to Shaft (29).
Referring figure-12 which shows Power flow in the drive system for 6th Speed .

Referring to figure-13 which shows Power flow during shift from 6 to 7 speeds Ratio.
Referring to figure-14 which shows power flow during 7th Speed ratio.
Referring to figure-15 which shows Motor / Generator provided therein can drive said output shaft (05) through Gear (14) with Synchronizer (15).
Referring to figure-16 which shows Motor / Generator provided therein can drive output shaft (05) through shafts (26) with Synchronizer (13) & Synchronizer (10).
Referring to figure-17 which shows Motor / Generator provided therein can drive output shaft (05) through Gear (03).
Referring figure-18-19 which shows the two alternatives or option of Engine Cranking by Traction motor while driving the vehicle.
Following Table indicates different ratio options for different operation modes.

Synchronizer Position Clutch

07 10 13 15 18

Only Motor / Regeneration Mode
Speed Ratio 1 Neutral Neutral Neutral Right Neutral Open
Speed Ratio 2 Neutral Neutral Neutral Left Neutral Open
Speed Ratio 3 Neutral Left Left Neutral Neutral Open
Speed Ratio 4 Left Neutral Left Neutral Neutral Open
Speed Ratio 5 Right Neutral Left Neutral Neutral Open

Speed Ratio 6 Neutral Neutral Left Neutral Left Open
Speed Ratio 7 Neutral Neutral Left Neutral Right Open
ingine & Motor Mode or Only Engine Mode
Speed Ratio 1 Neutral Neutral Left Right Neutral Closed
Speed Ratio 2 Right Neutral Neutral Right/Left Neutral Closed
Speed Ratio 3 Neutral Neutral Neutral Right / Left Right Closed
Speed Ratio 4 Left Neutral Neutral Right /Left Neutral Closed
Speed Ratio 5 Neutral Left Neutral Right / Left Neutral Closed
Speed Ratio 6 Neutral Neutral Neutral Right / Left Left Closed
Speed Ratio 7 Neutral Neutral Left Left Neutral Closed
Engine Cranking
Option 1 Neutral Neutral Left Right Neutral Closed
Option 2 Right Neutral Neutral Right / Left Neutral Closed
Option 3 Neutral Neutral Neutral Right / Left Right Closed
Option 4 Left Neutral Neutral Right / Left Neutral Closed
Option 5 Neutral Left Neutral Right / Left Neutral Closed
Option 6 Neutral Neutral Neutral Right/Left Left Closed
Option 7 Neutral Neutral Left Left Neutral Closed
During only motor operation, motor can be coupled to drive shafts through almost 7 speed ratios in this apparatus. This option gives high degree of freedom for controlling motor during regeneration and also while assisting the engine based on battery charge capacity. While regeneration to capture maximum possible amount of energy, motor needs to be maintained at descent speed range these ratios helps to achieve that target. Figure 15-17 depicts additional ways of coupling said motor to the wheels.

By this automated drive train system, additional starting devices can be eliminated or avoided, engine can be started as depicted in Figure 18 & Figure 19, and in total 12 different ratio options to crank the engine can be achieved.
Plurality of Synchronizer depicted in the drive train system need not contain synchro cone.
The foregoing description is a specific embodiment of the present invention. It should be appreciated that this embodiment is described for purpose of illustration only, and that numerous alterations and modifications may be practiced by those skilled in the art without departing from the spirit and scope of the invention. It is intended that all such modifications and alterations be included insofar as they come within the scope of the invention as claimed or the equivalents thereof.
Dated this 22nd day of January 2009