FORM - 2
THE PATENTS ACT, 1970 (39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(Section 10; rule 13)
"HYBRID DRIVE MODULE FOR A HYBRID ELECTRIC
VEHICLE POWERTRAIN"
MAHINDRA & MAHINDRA LIMITED
an Indian Company,
Automotive & Farm Equipment Sector, Mahindra Towers,
Dr. G.M. Bhosale Marg, Worli, Mumbai - 400018,
Maharashtra, India
The following specification particularly describes the invention and the
manner in which it is to be performed

FIELD OF INVENTION
The present invention relates to compact, cost effective and adaptable hybrid drive module for a hybrid vehicle. In particular the present invention relates to a hybrid drive module that is adaptable into conventional powertrains with substantially reduced modification enabling integration of the motor-altemator-generator assembly into diverse powertrain arrangements without limitation on the transmission type or engine type.
BACKGROUND OF THE PRESENT INVENTION
A hybrid electric vehicle normally consists of a combustion engine providing torque to a gearbox and an electric motor-altemator-generator integrated anywhere in the powertrain by suitable means to add or to take torque out of the hybrid powertrain as and when required. An electric motor-altemator-generator in a hybrid vehicle has two functions. It functions as an electric motor to provide additional torque in addition to the torque produced by the combustion engine. The integrated motor generator can act as a boost motor to improve acceleration. The electric motor-altemator-generator also acts as an alternator absorbing torque from hybrid powertrain whenever required and ensures the auxiliary battery charge and low voltage board net is maintained. The electric motor-altemator-generator also functions as a generator, generating electricity through regenerative braking during deceleration of vehicle and braking events as and when the hybrid vehicle control system allows it.
Various approaches and arrangements to incorporate electric motor generators in vehicle drives are known.

U.S. Pat. No 5,773,904 discloses an external rotor electric machine (synchronous motor) with two switchable clutches within the motor stator. The arrangement is intended to improve the torque provided by the motor and to reduce the axial length of the hybrid power train compared with when the rotor is between the two clutches. The absence of a damping element makes it unsuitable for applications involving diesel internal combustion engine. Further the clutch assembly having a hub to which the clutch is assembled can cause heat generation requiring complex thermal management.
U.S. Pat. No. 5,789,823 discloses an arrangement in which a motor generator can function as the engine start motor and the vehicle drive motor. A one-way drive mechanism, a pair of clutch chambers, a torque converter and the motor generator are arranged into an integrated unit disposed between the internal combustion engine and the conventional multi-speed gearbox. When battery charging is required, the engine power is transmitted to the motor/generator through the torque converter.
The bulky torque converter is speed dependent clutch using oil as the torque transmitting medium with losses associated oil loss during operation. . Further the one way clutch between the engine and the motor generator requires an additional mechanism to lock the engine output and motor generator input shaft. In case of the motor generator failure there is no alternate mechanism to start the engine.
U.S. Pat. No. 5,931,271 discloses another approach to permit engine starting and electric drive using a motor generator, by arranging two oneway devices and a spring torsional vibration damper inside the rotor of the

motor generator. A first one way device is provided by rollers and cam surfaces in an outer race, whilst a second is provided by an array of sprags in an inner race. It consists of a double arrangement one way clutch between the engine and motor generator along with a spring torsional vibration damper. The torsional damper diameter is limited by the space available inside the rotor assembly. This requires a complex centrifugally operated one way clutch to release the lock between the combustion engine and motor generator.
U.S. Pat. No. 6,258,001 discloses a design comprising a motor generator with its rotor connected to the engine output member of internal combustion engine via a flexible-plate damping device at one end and to a torque converter via a torus arm at the other end. A multi-disc clutch incorporating a spring damper mechanism resides in the torus drum, which is radially aligned inside the rotor of the motor/generator. The clutch/damper bridges and cushions or releases the drive torque from the engine/motor to the input shaft of the user selectable torque multiplication device. During pure electric drive the motor generator has to crank the engine. This hybrid driving system with an automatic transmission with planetary gear arrangements and torque converter Is bulky and suffers from considerable losses.
US 20060225984A1 discloses a hybrid drive apparatus including a power transmission shaft transmitting rotation generated from an engine into a transmission, and a motor-and-generator fitted on the power-transmission shaft and installed between the engine and the transmission, a first friction element is installed on the engine side for coupling the engine with or uncoupling it from the motor-and-generator. A second friction element is installed on the transmission side for coupling the motor-and-generator

with or uncoupling it from a transmission output shaft. A rotating damper is installed after the motor-and-generator and disposed in a rotating motion transmission system ranging from the motor-and generator to the transmission output shaft. The rotating damper is interleaved in a coaxially abutted shaft portion of a central motor-and-generator shaft and a transmission input shaft. The system has two friction elements one before and one after the electric motor. The damper is located after the electric motor, but before the transmission. Such an arrangement requires additional space for packaging the friction element in an identified location for the damper. Further packaging a damper after the motor-and-generator results in problems associated with torsional vibrations coming on to the motor-and generator when used with a diesel compression engine without mass balancer.
US 20070278029A1 discloses a hybrid drive system which includes a first damper that is connected to an output shaft of an engine; an electric motor which is provided adjacent to the first damper and connected to the output side of the first damper; a power split device that distributes power from the engine to the electric motor and a wheel side output shaft; and a second damper that is connected to the output side of the first damper between the first damper and the electric motor. Accordingly, a hybrid drive system can be provided which reduces vibration caused by resonance of a torsional damper without increasing the size of the hybrid drive system. Such a system in which two motor generators are used is not appropriate for manual transmission vehicles.
US 7175555B2, discloses a geared, power transmission mechanism for a hybrid electric vehicle wherein multiple power flow paths are established between an engine and vehicle traction wheels and between an electric

motor and the vehicle traction wheels. A vibration damper assembly, including damper springs and motor inertia mass, is located at the torque output side of the electric motor, whereby inertia torsional vibrations are attenuated. Such a series parallel hybrid using two motors and planetary gear train assembly is not desirable.
US 7226384 B2 relates to a torsional damper for an electrically-variable transmission. The torsional damper is equipped with a lock-out clutch to directly couple the engine to the input shaft of the transmission. The electric motors provided with the electrically-variable transmission can serve to effectively cancel out engine compression pulses when the springs of the torsional damper are locked out. This arrangement also includes damper springs of variable rates to effectively attenuate distinctive or inconsistent torque fluctuations when the engine is operating in displacement-on-demand mode. Such inclusion of a damper limits the applications to specific electrically variable transmission where two or > more machines are used
US 5755302 A discloses a drive apparatus for a hybrid electric/combustion powered vehicle having an internal combustion engine, a gear-shifting transmission unit, a rotatable crank shaft operatively connectable to the internal combustion engine, a rotatable transmission shaft operatively connectable to the gear-shifting transmission unit, a movable annular rotor disposed annularly about the transmission shaft, the rotor and an attachment mechanism for attaching the rotor to the transmission shaft so that torque can be transmitted between the rotor and the transmission shaft. The stationary annular stator is attachable to at least one of the internal combustion engine and the gear-shifting transmission unit and is disposed concentrically about and proximate the rotor in an electromagnetically

interactive relation. The drive apparatus includes only one clutch disposed at least partially within the continuous axial recess of the stator, the clutch including 2 coupling mechanism for selectively and frictionally coupling the crank shaft to the transmission shaft for torque transmission there between so that the clutch is switchable between an engaged position in which torque can be transmitted between the crankshaft and the transmission shaft and a disengaged position in which torque transmission between the crankshaft and the transmission shaft can be discontinued. Such an arrangement though requires less space, is not suitable for a diesel combustion engine where the torsional vibrations are very high. Further this does not address issues related to heat rejection or thermal management.
US 8621957 B2 discloses a hybrid drive train with torsional vibration dampers of a hybrid motor vehicle, including an internal combustion engine, an electric machine, a clutch and a transmission, a first spring damping system is arranged between the internal combustion engine and the electric machine and a second spring damping system is arranged between the electric machine and the transmission, each damping system being provided with an arrangement of springs and a centrifugal pendulum for reducing humming noises in a hybrid drive train in the low speed driving range of the hybrid motor vehicle. A second spring and damping system is arranged between the electric machine and the transmission. Such an arrangement involving two dampers where the first one is located between engine and electric machine and the second one is located between electric motor and transmission requires an additional damper for which space could become a major constraint.

WO/2004/053350 discloses a parallel hybrid drive has an engine and a transmission with a motor/generator inserted in between, via a power-take-off either supplying power to or absorbing power from the drive train. A device featuring one way clutch and torsional vibration damping functions is integrated into a compact disc-plate unit with specially aligned sprags and rollers forming the one way mechanism at the outer part and coil springs forming the damper mechanism at the inner part. Such a take-off mechanism to add or absorb torque to and from the powertrain requires an additional gear wheel on the input shaft resulting in the increase in the transmission shaft inertia thereby adversely impact gear synchronization.
There is an unmet need in the market to provide, a generic, compact, cost effective powertrain architecture for a hybrid vehicle for retrofitting and seamlessly adapted into existing power trains with minimum modification wherein the motor-alternator-generator assembly is capable of being integrated into any powertrain arrangement irrespective of the type of transmission used.
Objects of the invention
The main object of this invention is to provide a hybrid drive module capable of being adapted into a variety of vehicles
Yet another object of the invention is to obviate use of plurality of number of motors for vehicles with limited space for integration.
Another object of invention is to provide a driving system for hybrid vehicles that is adaptable for manual transmission / transaxle.

Yet another object of invention is to provide a driving system for hybrid vehicles that is adaptable for epicyclical gear-train based Automatic transmission / transaxle.
Yet another object of invention is to provide a driving system for hybrid vehicles that is adaptable for automated manual transmission / transaxle.
Yet another object of invention is to provide a driving system for hybrid vehicles that is adaptable for dual clutch manual transmission / transaxle.
Yet another object of invention is to provide a driving system for hybrid vehicles that is adaptable for continuously variable transmission / transaxle.
Another object of invention is to provide a driving system for hybrid vehicles that is adaptable for compression ignition type engines.
Yet another object of invention is to provide a driving system for hybrid vehicles that is adaptable for spark ignition type engines.
Another object of invention is to provide a starting system for hybrid vehicles where in a responsive & smooth start of internal combustion engine is delivered through hybrid module comprising a propulsion system.
Yet another object of invention is to provide a starting system for hybrid vehicles where in the start through hybrid propelling device ensures system is not sustained in powertrain resonance zone.

Another object of the invention is to provide auxiliary motor device engaged to the mechanical energy storage device which in an event of the failure of the hybrid propelling device, provides torque to start the combustion engine.
Another object of invention is to provide an alternative arrangement to start the engine in the event of failure of start through hybrid propelling device.
Yet another obj ect of invention is to provide an alternative start arrangement which ensures system is not sustained in powertrain resonance zone.
Another object of invention is to provide a smooth engine stop when demanded in a hybrid vehicle.
Another object of invention is to provide a driving system for hybrid vehicles where in power assist from hybrid is available without any undesirable lag.
Yet another object of invention is to provide a driving system for hybrid vehicles where in energy recovery from vehicle is available without any undesirable lag.
Yet another object of invention is to provide a driving system for hybrid vehicles where in energy recovery from internal combustion engine is available without any undesirable lag.

Another object of the invention is to provide an additional secondary mechanical energy storage device to increase thermal mass and allow a larger surface area for the clutch assembly to enable transmission of higher magnitude of torque without overheating.
Another object of the invention to enable / provide enhanced control of hybrid vehicle to the user by providing a user operated torque modulator in manual transmission.
Another object of the invention is to obviate dependency on a clutch control to lock up the engine and integrated motor generator.
Yet another object of the invention is to provide a direct coupling arrangement in place of a complex centrifugally operated one way clutch to release the lock between the combustion engine and motor/generator
Another object of the invention is to obviate use of an additional torque limiting device with a wide angle torsional damping device.
Yet another object of the invention is to use wide angle spring damper instead of short spring damper to achieve better NVH isolation for vibration prone compression ignition engines.
Yet another object of the invention is to use wide angle spring damper instead of short spring damper to achieve better NVH isolation for spark ignition engines.

Another object of invention is to use wide angle spring damper instead of short spring damper to achieve better NVH isolation for manual transmission / transaxle vehicle.
Yet another object of invention is to use wide angle spring damper instead of short spring damper to achieve better NVH isolation for epicyclical gear-train based automatic transmission / transaxle vehicle.
Yet another object of invention is to use wide angle spring damper instead of short spring damper to achieve better NVH isolation for Automated Manual transmission / transaxle vehicle.
Yet another object of invention is to use wide angle spring damper instead of short spring damper to achieve better NVH isolation for Dual clutch transmission / transaxle vehicle.
Yet another object of invention is to use wide angle spring damper instead of short spring damper to achieve better NVH isolation for continuously variable transmission / transaxle vehicle.
Another object of the invention is to obviate use of a primary clutch element to achieve compactness and further use the space available for integrating damper to enable damped vibration being transferred to motor-and-generator.
Thus in accordance with this invention, the hybrid drive module of the present invention provides a powertrain architecture for hybrid vehicle. The powertrain comprises of a combustion engine, torsional vibration wide angle damper, motor-alternator-generator assembly, clutch assembly,

transmission assembly, differential, drive shafts and wheels for delivering refined torque without excessive vibration for the hybrid drive during vehicle operation, where the starting and stopping of the engine is improved on account of bigger electric motor-alternator-generator, the combustion engine and the electric motor-alternator-generator together being used as the propelling power source for vehicle operation in a manner so as to operate the hybrid vehicle at an optimal operating point at which the combustion engine is operated at an optimal fuel consumption rate, wherein electric motor-alternator-generator acting as an alternator absorbs torque from hybrid powertrain as and when required to ensure the auxiliary battery charge and low voltage board net is maintained, where the surplus combustion engine power and energy of the vehicle in motion during braking is converted into electric energy by way of generator action of the electric motor-alternator-generator and the generated electric energy is stored in the energy storage device, thereby improving fuel economy, wherein the combustion engine and the electric motor-alternator-generator are both used as the propelling power source for vehicle operation in a manner so as to operate the hybrid vehicle at a peak operating point, wherein the stored electric energy is used by way of motor action of the electric motor-alternator-generator, and the generated torque is used for vehicle acceleration along with the combustion engine torque, thereby improving vehicle acceleration.
In one aspect of the invention the hybrid powertrain arrangement is a parallel hybrid architecture. A parallel hybrid architecture of the present invention comprises a combustion engine, torsional vibration wide angle damper, motor-alternator-generator assembly, clutch assembly, gearbox assembly, differential, drive shafts and wheels. Refined torque is delivered without excessive vibration of the hybrid drive during vehicle operation. The invention provides an arrangement wherein the starting and stopping

of the engine is improved on account of larger electric motor-alternator-generator, the combustion engine and the motor-alternator-generator together being used as the propelling power source for vehicle operation in a manner so as to operate the hybrid vehicle at an optimal operating point at which the combustion engine is operated at optimal fuel consumption rate.
BRIEF DESCRIPTION OF THE DIAGRAMS
The present invention will be further described by way of non-limitative example, with reference to the accompanying drawings, in which:-
Figure 1 is a schematic view of an arrangement of a hybrid driving architecture with a manual transmission and manual clutch
Figure 2 is a schematic view of the arrangement of a of a hybrid driving architecture with a manual transmission and automated clutch
Figure 3 is a schematic view of a hybrid driving architecture with an automated manual transmission
Figure 4 is a schematic view of a hybrid driving architecture with continuously variable transmission
Figure 5 is a schematic view of a hybrid driving architecture with dual clutch transmission
Figure 6 is a schematic view of a hybrid driving architecture with multi-plate clutch and automated transmission

Figure 7 is a cross sectional view of a hybrid driving architecture with as per first embodiment
Figure 8 is a front view of the engine side butting face of the hybrid driving architecture presented here
Figure 9 is a front view of the clutch housing side butting face of the
hybrid driving architecture presented here
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Figure 10 is an isometric view of a hybrid driving architecture explaining the auxiliary motor connection to primary flywheel.
Figure 11 is an isometric view of a coupling element connected with secondary flywheel.
Figure 12 is an isometric view of the Hybrid Drive Module as presented in present invention (This is the Hybrid Drive Module in the present invention)
DETAILED DESCRIPTION OF THE INVENTION:
Schematic of a hybrid drive apparatus according to first embodiment of the current invention is presented in Figure 1. An output shaft 3 is coupled to the of internal combustion engine 1.
The combustion engine 1 can be a spark ignition combustion engine with gasoline or a compression ignition combustion engine with diesel or a compressed natural gas based combustion engine or a liquefied petroleum

gas engine or a bio fuel based combustion engine or a hydrogen based combustion engine.
The output shaft 3 of internal combustion engine 1 is provided with a flange 5 at the end that is not coupled to the engine. The said flange 5, is rigidly bolted to a hub 4 which is disposed n the primary side of a torsional vibration wide angle damper assembly that comprises of member 23, member 22, member 20, member 16 and member 19.
The said assembly comprises of the secondary mass r 16 that is provide with internal splined hub 19. The said mass 16 is in the form of a rotatable cylinder. The said splined hub 19 is coupled with splines 18 that are mounted on a rotating shaft 21.
The motor-altemator-generator assembly comprises of a rotor with magnets 25, rotor carrier 26, secondary flywheel 32, bearing member 49, stator jacket/carrier 17, stator 14, motor-alternator-generator housing 53 and coupling member 21, which is splined at 30. Coupling shaft 21 is connected to the main secondary flywheel 32 which also is connected to rotor carrier assembly comprising of member 25 and member 26.
The stator assembly comprises of stator 14 disposed inside the rotor assembly r. The stator 14 is provided with a thermal management jacket 17. The spout member 24 is used as a channel for transferring cooling medium to stator jacket 17. The coupling shaft 21 is supported on a main bearing located inside the electric motor assembly.
The clutch assembly is mounted on the opposite side to rotor carrier mounting on the secondary flywheel 32 which is connected to a clutch

cover assembly 33 that comprises of a clutch disc 27 sandwiched in between clutch cover 33 and secondary flywheel 32.
In the present embodiment depicted in Figure 1, the clutch cover assembly 33 is manually operated by the driver. The clutch disc 27 is connected to input shaft 36 through the internal splines on the hub 29 of clutch disc 27 and external splines 30 of the input shaft 36 of the transmission box 34. As depicted in Figure 11, the shaft 21 consists of splined region 19, a shank region 26 and bearing seat region 50. The tip of element 18 overhanging on bearing element 49 (depicted in Figure 7).
The coupling shaft 21 assembly is bolted on to the secondary flywheel 32 using bolts 51 as depicted in Figure 11. The secondary flywheel 32 has assembly locators 52 located at an angular distance 120 degrees as depicted in Figure 11. The secondary flywheel 32 is bolted to a rotor carrier 26. Rotor carrier holds the permanent magnets 25 on the inner radius of 26 by any suitable mechanism as depicted in Figure 1. The cooling fluid supply into 17 is via a spout 24. The entire motor-alternator-generator assembly is enclosed inside a dedicated housing 53 as depicted in Figure 7.
As depicted in Figure 7, the motor-alternator-generator housing 53 is located on the internal combustion engine butting face 54 and clutch housing butting face 55 with the locating dowels on the mating faces of motor-alternator-generator housing.
The motor-altemator-generator housing dowels 58 get located with the dowel holes provided on engine butting face 54. The motor-altemator-generator housing dowel holes are used to locate the dowels 57 provided

on transmission butting face 56. As depicted in Figure 1, there is another auxiliary electric motor 2 located in an axis parallel to the engine rotational axis to provide starting torque when required. The electric motor 2 is commented to an external annual gear ring 23 by suitable mechanical coupling mechanism. The primary flywheel 22 of torsional vibration damper has an eccentric mass attached to improve the balancing action during the working of the internal combustion engine 1.
The clutch cover assembly is actuated by an actuation bearing 36 which is provided with a suitable actuation force via 28 by pedal 37 as shown in Figure 1. The transmission 34 gear selection means is based on user selection which doesn't need to follow any particular sequence during gear shift.
The another embodiment of present invention is illustrated in Figure 2, the clutch cover assembly is actuated by a actuation bearing 31 which is provided with actuation force through link 48 and pump 47 enabled by actuation of actuator 42 as shown in Figure 2. The gear selection in the transmission system (34) is based on user selection which doesn't need to follow any particular sequence during gear shift.
Yet another embodiment of the present invention is illustrated in Figure 3, the clutch cover assembly is actuated by a actuation bearing 36 which is provided with actuation force via link 48 and pump 47 as shown in Figure 3.
The transmission control unit (not shown) controls the gear shifts. The transmission 34 gear selection is based on user selection input but

actuation is automated. The present architecture allows a sequence shift during gear shift for hybrid driving.
Another embodiment of the present invention is depicted in Figure 4, the clutch cover assembly is actuated by a actuation bearing 31 which is provided with a suitable actuation force via link 48 and pump 47 enabled by an actuator as shown in Figure 4. The transmission 45 is a continuously variable transmission and the transmission control unit 43 controls the gear shifts.
Another embodiment of the present invention is depicted in Figure 5, the dual clutch cover assembly 33 is actuated by a actuation bearing set in 31 which is provided with a suitable actuation force via link 48, pump 47 and transmission control unit. The transmission control unit 43 controls the gear shifts.
Yet another embodiment of the present invention is illustrated in Figure 5, the multi plate clutch cover assembly 33 is actuated by the actuation bearing set in 31 which is provided with a suitable actuation force via link 48, pump 47 and transmission control unit 44. The transmission control unit 44 controls the gear shifts. The transmission 34 as mentioned in all the embodiment of the present invention is connected to a propeller shaft 35 which in turn is connected to a differential 41. In case of a front wheel drive vehicle the transaxle 34 will be a transaxle with differential 41 built into transaxle 34. The drive shaft 40 enables transmission of the rotational motion from differential 41 to wheels 39.
The motor-alternator-generator mentioned in all the embodiment of the present invention is powered by a high voltage energy storage device 11

which is connected to motor alternator generator through a power electronics unit 13 via AC cables 15 and DC cables 12.
The power electronics unit 11 houses the inverter and the motor-alternator -generator controls and may also contain a DC-DC converter. The Energy storage device 11 and power electronics 13 unit is controlled by a hybrid control unit 9 via suitable communication protocol.
The internal combustion engine so is controlled by an engine control unit 8 which gets feedback from engine via signals 6. The hybrid control unit 9 and the engine control unit 8 communicate with each other via a suitable communication protocol 7. .
The auxiliary electric motor 2 which is mounted on motor-alternator-generator housing 53 is coupled with the primary flywheel 22 with the help of suitable gear arrangement 23. This arrangement enables a fall back mechanism to start the internal combustion engine 1 in case of a failure in the motor alternator generator.
The motor-alternator-generator assembly inside 53 can produce electrical energy under standstill condition even under the condition wherein the clutch assembly is fully disengaged by the user when the internal combustion engine 1 is running irrespective of the condition of transmission 34 or even if the transmission 34 is in no torque transmitting state.
With reference to Figure 1 where the clutch assembly 33 operation is fully manual, the torque supplied by motor-altemator-generator inside 53 can be

modulated to avoid unintended internal combustion engine 1 halt when the user is operating the clutch assembly during vehicle launch.
In yet another embodiment, the use of electrical auxiliary oil pump is obviated for hybrid powertrain and the motor-alternator-generator can supply mechanical torque to start the internal combustion engine 1 after an automatic stop start event.
The torsional damper utilizes the internal combustion engine output member 3 and 5 inertia and primary flywheel inertia 22 to makeup primary mass inertia and utilizes the inertia of the small member 16, coupling element 21 inertia the secondary flywheel 32 inertia and clutch cover assembly inertia 33 to constitute the secondary mass inertia for the torsional vibration wide angle damper to achieve the damping function.
The motor-alternator-generator can generate electrical power under the condition where the user applies brakes and provides no input to the clutch while the vehicle speed above a threshold speed.
The motor-alternator-generator can generate electrical power under the condition where the user applies no brakes and provides no input to the clutch and the accelerator pedal while the vehicle speed above a threshold speed.
The stator 14 which is located inside the rotor assembly 25 of motor-alternator-generator in side housing 53 is cooled with the help of a thermal jacket 17 below the stator 14 and is supplied with the cooling media through hoses 24 constructed between the stator 14 and the primary flywheel 22 with a suitable cut out on the housing 53.

The eccentric mass attached on the primary flywheel is helpful in the vibration damping and balancing of combustion engine 1.
The powertrain may be used when the combustion engine 1 is replaced with a smaller combustion engine along with the motor-alternator-generator substituting the additional torque required.
It is evident from the description that the compact and adaptable hybrid
drive module of the present invention enables
potential in existing conventional vehicle electrification without
extensive modification of the engine housing or the transmission
housing
Obviate manufacture of a dedicated system applicable only to new
vehicles designed only for the use of such dedicated systems.
overcoming limitation of using the arrangements restricted to the use of
the hybrid systems only for manual transmission vehicles
powertrain electrifications in diesel internal combustion engine that
have substantially high compression ratio
obviating use of plurality of motors raising the cost dependency on
clutch control to lock up the engine and integrated motor generator
which is undesirable
Enabling user intervention for gear shifts especially during a sporty
drive
Overcoming the limitation of disposition of torsional damper inside
rotor assembly, causing limitation for the diameter of the damper
thereby limiting their use for vibration prone compression ignition
systems









Reducing the complexity due to centrifugally operated one way clutch
to release the lock between the combustion engine and
motor/generator.
Providing alternate arrangement to overcome the limitation of absence
of alternative arrangement / device to start engine in an event of
failure of the motor generator that provides torque to start the
combustion engine
Compact and adaptable architecture that overcomes issues associated
with the bulky architecture in hybrid driving apparatus with an
automatic transmission and torque converter. Further there is need of
an auxiliary oil pump electrically powered to enable automatic idle
stop function
Obviating need for additional torque limiting device near the hub
resulting in bulky and complex construction
Substantial reduction in the weight due to obviating the combination of
hydraulic hybrid and electric hybrid apparatus with multiple
components resulting in increased weight
Substantially reduced increased axial and/or radial size of the drive
systems
Substantially reduced increased inertia of the transmission input shaft
which could create synchronization issues leading to shift effort
increase
Potential for use of a hybrid solution for electrification of front end
auxiliary drive to improve benefits.

We Claim:
1. A hybrid drive module for a hybrid electric vehicle powertrain
comprising
a torsional vibration wide angle damper coupled with output shaft of combustion engine, motor-altemator-generator assembly, stator assembly, clutch assembly, transmission assembly, differential, drive shafts, hybrid control unit, wheels for delivering refined torque for the hybrid drive during vehicle operation;
wherein combustion engine of a vehicle and the electric motor-alternator-generator together are used as the propelling power source for vehicle operation;
wherein electric motor-alternator-generator acting as an alternator absorbs torque from hybrid powertrain as and when required to ensure the auxiliary battery charge and low voltage board net is maintained;
wherein the surplus combustion engine power and energy of the vehicle in motion during braking is converted into electric energy by way of generator action of the electric motor-alternator-generator and the generated electric energy is stored in the energy storage device.
2. A hybrid drive module for a hybrid electric vehicle powertrain as
claimed in claim 1 comprising a parallel hybrid architecture
comprising

torsional vibration wide angle damper, motor-alternator-generator assembly, clutch assembly, gearbox assembly, differential, drive shafts and wheels;
wherein the motor-alternator-generator assembly is seamlessly coupled to into existing power trains of vehicle irrespective of the type of transmission used obviating need of auxiliary oil pump that needs electrical inputs.
3. A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein the combustion engine is coupled with the vibration wide angle damper using output shaft (3) of internal combustion engine (1) provided with a flange (5) which is rigidly bolted to a hub (4) which is disposed on primary side of the torsional vibration wide angle damper assembly.
4. A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein the torsional vibration wide angle damper assembly comprises of secondary mass (16) provided with internal splined hub (19); the mass (16) is in the form of a rotatable cylinder;
the said splined hub (19) is coupled with splines (18) that are mounted on a rotating shaft (21); member (23), member (22), member (20), member (16) and member (19).
5. A hybrid drive module for a hybrid electric vehicle powertrain as
claimed in claim 1 wherein the motor-alternator-generator assembly
comprises of a rotor with magnets (25), rotor carrier (26), secondary
flywheel (32), bearing member (49), stator jacket (17), stator (14),

motor-alternator-generator housing (53), a coupling member (21) which is splined at (30);
wherein coupling shaft (21) is connected to main secondary flywheel (32) which is further connected to rotor carrier assembly comprising of member (25) and member (26).
6. A hybrid drive module for a hybrid electric vehicle powertrain as
claimed in claim 1 wherein the stator assembly comprises of stator
(14) disposed inside the rotor assembly; stator (14) is provided with
a thermal management jacket (17); spout member (24) is used as a
channel for transferring cooling medium to stator jacket (17);
coupling shaft (21) supported on a main bearing located inside the
electric motor assembly.
•j
7. A hybrid drive module for a hybrid electric vehicle powertrain as
claimed in claim 1 wherein the clutch assembly is mounted on the
opposite side to rotor carrier mounting on the secondary flywheel
(32) which is connected to a clutch cover assembly (33) that
comprises of a clutch disc (27) sandwiched in between clutch cover
(33) and secondary flywheel 32.
8. A hybrid drive module for a hybrid electric vehicle powertrain as
claimed in claims 1, 7 wherein the clutch cover assembly (33) is
manually operated by the driver; clutch disc (27) is connected to
input shaft (36) through the internal splines on the hub (29) of clutch
disc (27) and external splines (30) of the input shaft (36) of
transmission box (34);

coupling shaft (21) comprises of splined region (19), a shank region (26) and bearing seat region (50); tip of element (18) overhanges on bearing element (49);
the coupling shaft (21) assembly is bolted on to the secondary flywheel *(32) using bolts (51); secondary flywheel (32) has assembly locators (52) located at an angular distance 120 degrees; the secondary flywheel (32) is bolted to a rotor carrier (26); the rotor carrier holds the permanent magnets (25) on the inner radius of (26); cooling fluid supply into (17) is via a spout (24).
9. A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claims 1, 5 the motor-alternator-generator housing (53) is located on the internal combustion engine butting face (54) and clutch housing butting face (55) with the locating dowels on the mating faces of motor-alternator-generator housing; the motor-altemator-generator housing dowels (58) are located with the dowel holes provided on engine butting face (54); the motor-altemator-generator housing dowel holes are used to locate the dowels (57) provided on transmission butting face (56).
10.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein auxiliary electric motor (2) is provided disposed in an axis parallel to the engine rotational axis to provide starting torque when required; the electric motor (2) is coupled to an external annual gear ring (23).
11. A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein the primary flywheel (22) of torsional vibration damper has an eccentric mass attached to improve the

balancing action during the operation of the internal combustion engine (1).
12.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claims 1, 7, 8 wherein the clutch cover assembly is actuated by a actuation bearing (31) which is provided with actuation force through link (48) and pump (47) enabled by actuation of actuator (42);
the gear selection in the transmission system (34) is based on user selection but actuation is automated enabling a sequence shift during gear shift for hybrid driving.
13.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claims 1, 7, 8/12 wherein the clutch cover assembly is actuated by a actuation bearing (31) which is provided with a suitable actuation force via link (48) and pump (47) enabled by an actuator; the transmission (45) is a continuously variable transmission, control unit (43) controls the gear shifts.
14.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claims 1, 7, 8, 12, 13 wherein dual clutch cover assembly (33) is actuated by a actuation bearing set in (31) which is provided with an actuation force via link (48), pump (47) and transmission control unit (43) that controls gear shifts.
15.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claims 1, 5 wherein the motor-alternator-generator is powered by a high voltage energy storage device (11) which is

connected to motor alternator generator through a power electronics unit (13) via AC cables (15) and DC cables (12); the said energy storage device (11) houses inverter and the motor-alternator -generator controls and may also contain a DC-DC converter; the Energy storage device (11) and power electronics (13) unit is controlled by a hybrid control unit (9) via suitable communication protocol.
16.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein the internal combustion engine so is controlled by an engine control unit (8) which gets feedback from engine via signals (6); the hybrid control unit (9) and the engine control unit (8) communicate with each other via communication protocol (7).
17.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein the auxiliary electric motor (2) mounted on motor-alternator-generator housing (53) is coupled with the primary flywheel (22) with the gear arrangement (23) to enable a fall back mechanism to start the internal combustion engine (1) in case of a failure in the motor alternator generator.
18.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein the motor-alternator-generator assembly inside (53) can produce electrical energy under standstill condition even under the condition wherein the clutch assembly is fully disengaged by the user when the internal combustion engine (1) is running irrespective of the condition of transmission (34) or even if the transmission (34) is in no torque transmitting state.

19.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein multi plate clutch cover assembly (33) is actuated by the actuation bearing set in (31) which is provided with a suitable actuation force via link (48), pump (47), and transmission control unit (44) which controls the gear shifts; the transmission 34 is connected to a propeller shaft (35) which in turn is connected to a differential (41);
wherein in case of a front wheel drive vehicle the transaxle (34) will be a transaxle with differential (41) built into transaxle (34); the drive shaft (40) enables transmission of the rotational motion from differential (41) to wheels (39).
20.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein use of electrical auxiliary oil pump is obviated for hybrid powertrain; the motor-altemator-generator can supply mechanical torque to start the internal combustion engine 1 after an automatic stop start event.
2 LA hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein the torsional damper utilizes the internal combustion engine output members (3), (5) inertia and primary flywheel inertia (22) to makeup primary mass inertia and utilizes the inertia of the small member (16), coupling element (21) inertia the secondary flywheel (32) inertia, clutch cover assembly inertia (33) to constitute the secondary mass inertia for the torsional vibration wide angle damper to achieve the damping function.

22.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein the stator (14) which is located inside the rotor assembly (25) of motor-alternator-generator in side housing (53) is cooled with the help of a thermal jacket (17) below the stator (14) and is supplied with the cooling media through hoses (24) constructed between the stator (14) and the primary flywheel (22) with a suitable cut out on the housing (53).
23.A hybrid drive module for a hybrid electric vehicle powertrain as claimed in claim 1 wherein the combustion engine (1) is a spark ignition combustion engine with gasoline, a compression ignition combustion engine with diesel, a compressed natural gas based combustion engine, a liquefied petroleum gas engine, a bio fuel based combustion engine, a hydrogen based combustion engine.