Claims:We Claim:
1. An powertrain (100) comprising:
a plurality of components;
a crankcase (101), said crankcase (101) being configured to have
a plurality of chambers,
a plurality of walls;
a primary pump (201A), said primary pump (201A) being configured to supply oil to said plurality of components of said powertrain (100);
a secondary pump (201B), said secondary pump (201B) being configured for replenishing oil from at least one of said plurality of chambers to an oil sump (202).
2. The powertrain (100) as claimed in claim 1, wherein said plurality of chambers comprises a crank chamber (101B), a transmission chamber (101C), a generator chamber (101D), and a clutch chamber (101A).
3. The powertrain (100) as claimed in claim 2, wherein said crank chamber (101B) and said transmission chamber (101C) is separated by at least one of said walls, said wall includes a first wall (FW).
4. The powertrain (100) as claimed in claim 1, wherein said primary pump (201A) disposed along at least one of said walls, said wall includes a third wall (TW).
5. The powertrain (100) as claimed in claim 4, wherein said third wall (TW) separates said crank chamber (101B) and said clutch chamber (101A).
6. The powertrain (100) as claimed in claim 1, wherein said second pump (201B) disposed along at least one of said walls, said wall includes a second wall (SW).
7. The powertrain (100) as claimed in claim 6, wherein said second wall (SW) separates said crank chamber (101B) and said clutch chamber (101A).
8. The powertrain (100) as claimed in claim 1, wherein said secondary pump (201B) being configured for constantly replenishing oil from said crank chamber (101B) to said oil sump (202).
9. The powertrain (100) as claimed in claim 1, wherein width of said secondary pump (201B) being 1.5 to 2 times greater than width of said primary pump (201A).
10. The powertrain (100) as claimed in claim 1, wherein primary pump (201A) being operatively connected to said secondary pump (201B).
11. The powertrain (100) as claimed in claim 3, wherein said first wall (FW) includes an extension rib (301) extending inwardly into said crank chamber (101B) and forming an oil pocket (302), said oil pocket (302) disposed below a crankshaft (105) of said powertrain (100).
12. The powertrain (100) as claimed in claim 11, wherein said oil pocket (302) being configured to have an inlet opening (304), said inlet opening (304) is formed towards an end of said oil pocket (302).
13. The powertrain (100) as claimed in claim 1, wherein a suction point of said secondary pump (201B) being communicatively connected to said inlet opening (304).
14. The powertrain (100) as claimed in claim 2, wherein said transmission chamber (101C) includes said oil sump (202) for supplying oil to said primary pump (201A).
15. The powertrain (100) as claimed in claim 1, wherein a delivery point of said secondary pump (201B) being configured above said oil sump (202).
16. The powertrain (100) as claimed in claim 11, wherein said oil pocket (302) operatively connected to said crank chamber (101B) through a front end (304A).
17. The powertrain (100) as claimed in claim 11, wherein said oil pocket (302) being operatively connected to said generator chamber (101D) through a first channel (303).
18. The powertrain (100) as claimed in claim 1, wherein the capacity of the secondary pump (201B) is substantially higher than two times as that of a rate of outflow of oil from said crank chamber (101B) and said generator chamber (101D).
19. The powertrain (100) as claimed in claim 1, wherein said crankcase (101) being configured to have a breathing circuit (403), said breather circuit (403) includes with an encasted maze (403A) inside which blow by gases travels.
20. The powertrain (100) as claimed in claim 1, wherein capacity of said secondary pump (201B) being substantially higher than capacity of said primary pump (201A) and wherein said primary pump (201A) and said secondary pump (201B) disposed within said crankcase (101).
21. A motorcycle comprises a powertrain (100) as claimed in any of the preceding claims.
, Description:TECHNICAL FIELD
[0001] The present subject matter relates to a vehicle. More particularly, to a powertrain for a vehicle.

BACKGROUND
[0002] Generally, an internal combustion engine comprises a cylinder bore where the combustion occurs to provide the needed power for the forward motion of a vehicle. The internal combustion (IC) engine, among other components, has a cylinder on top of which a cylinder head is mounted, and receives a reciprocating piston from the bottom. On the combustion of the air-fuel mixture, the piston transfers the energy generated during combustion to a crankshaft through a connecting rod thereby driving the crankshaft. In this way, the reciprocatory motion of the piston is converted to the rotary motion of the crankshaft. The crankshaft rotation then in turn powers the vehicle.
[0003] The above information disclosed in this background section is only for enhancement of understanding of the background of the disclosure and therefore it may contain information that does not form the prior art that is already known in this country to a person of ordinary skill in the art.

BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The present invention is described with reference to an exemplary embodiment of a single cylinder four stroke internal combustion engine. The internal combustion engine described here operates in four cycles. Such an internal combustion (IC) engine can be installed in a two or three or multi wheeled vehicle. The same numbers are used throughout the drawings to reference like features and components. Further, the inventive features of the invention are set forth in the appended claims.
[0005] Non-limiting and non-exhaustive embodiments of the invention are described with reference to the following figures, wherein like reference numerals refer to like parts throughout the various views unless otherwise specified. It should be appreciated that the following figures may not be drawn to scale.
[0006] Descriptions of certain details and implementations follow, including a description of the figures, which may depict some or all of the embodiments described below, as well as a discussion of other potential embodiments or implementations of the inventive concepts presented herein. An overview of embodiments of the invention is provided below, followed by a more detailed description with reference to the drawings.
[0007] Figure 1 illustrates a side view and a top cut section view of a powertrain (100) across A-A’ axis, as per embodiment, in accordance with one example of the present subject matter.
[0008] Figure 2 illustrates a side view and a top cut section view of a powertrain (100) across B-B’ axis, as per embodiment, in accordance with one example of the present subject matter.
[0009] Figure 3a illustrates a side view and a perspective cut section view of a powertrain (100) across C-C’ axis, as per embodiment, in accordance with one example of the present subject matter.
[00010] Figure 3b illustrates a side view and a perspective cut section view of a powertrain (100) across D-D’ axis, as per embodiment, in accordance with one example of the present subject matter.
[00011] Figure 4 illustrates a side view and a side cut section view of a powertrain (100) across C-C’ axis, as per embodiment, in accordance with one example of the present subject matter.
[00012] Figure 5 illustrates a graphical representation depicting the difference between blow by gases emitted by conventional powertrain and proposed powertrain at different r.p.m. (revs. per minute), as per embodiment, in accordance with one example of the present subject matter.
DETAILED DESCRIPTION
[00013] In the following description numerous specific details are set forth to provide a thorough understanding of the embodiments. One skilled in the relevant art will recognize, however, that the techniques described herein can be practiced without one or more of the specific details, or with other methods, components, materials, etc. In other instances, well-known structures, materials, or operations are not shown or described in detail to avoid obscuring certain aspects.
[00014] Typically, an automobile powertrain comprises of an internal combustion engine (hereinafter “engine”), a transmission assembly and a clutch assembly. The engine comprises a cylinder bore where the combustion occurs to provide the needed power for forward motion of a vehicle. The engine has a cylinder on top of which a cylinder head is mounted, and receives a reciprocating piston from the bottom. On combustion of air-fuel mixture, the piston transfers the energy generated during combustion to a crankshaft through a connecting rod thereby driving the crankshaft. Further, the clutch assembly is directly connected to the crankshaft for selectively transmitting power between the crankshaft and the transmission assembly. However, to initiate this process the engine needs to be cranked. The engine can be cranked by an electric starter system. Depending on the requirement, the electric starter system comprises of a magneto or an integrated starter generator (hereinafter “ISG”).
[00015] During operation, to seal the combustion chamber each piston has an O-ring(s) fitted within an annular groove in a cylindrical side of the piston. Precisely, during an intake stroke of the piston, the crankshaft pulls the connecting rod downward to induce a vacuum within the combustion chamber. The induced vacuum pumps a charge through an inlet valve into the combustion chamber. On a compression cycle, the inlet valve is closed and the piston is pushed upward by the connecting rod providing a compression ratio. Upon ignition of the charge within the combustion chamber, the piston is pushed downward by the combustion energy. After combustion is virtually or totally complete, an exhaust valve opens and the crankshaft pushes the piston upwards to exhaust the charge and the cycle is then repeated.
[00016] However, during the compression and combustion cycles, very high gas pressure is experienced on the O-ring often resulting in leakages of gas, often referred to as blow-by gases. The blow-by gases, which includes air, fuel, vapor and combustion by-products, increases the pressure within the crankcase, promoting leakage of oil from the crankcase. This phenomenon produces opposition force on the piston. The opposition force will produce a negative work during combustion stroke. Therefore, blow-by gases has an overall detrimental effect on the engine performance. To prevent the rise in pressure, the blow-by gases is typically vented to the atmosphere which is not preferred as an environmental hazard. Therefore, a positive crankcase ventilation system is provided in the engine to allow the blow-by gases to escape from the crankcase. The positive crankcase ventilation hereinafter “PCV system” is typically employed to ventilate the crankcase and recirculate the blow by gases to the intake side of the engine for burning the gas in the combustion chamber. The PCV system takes advantage of the negative pressure in the intake to draw the gas out of the crankcase and may utilize a PCV valve to regulate the flow. Typically, PCV system is provided on the crankcase.
[00017] Further, a high capacity and high horse power engines produces greater quantity of blow by gases. To address this issue, it is known in the art to provide an additional PCV system on the cylinder head of the engine. However, it is observed that the use of two PCV systems leads to more blow by gases to escape and settle in the air filter assembly and ultimately decreases the quantity of oil inside the powertrain leading to inadequate lubrication. With the decrease in oil, powertrain parts get more heated due to lack of oil, as oil helps in powertrain for both cooling as well as lubrication. This heated part will further increase the temperature of the crankcase. The elevated temperature in the crankcase may further lead to component degradation leading to poor durability & reliability of the powertrain. Also, the serviceability time of the air filter assembly decreases which need to be clean more frequently. Thus, a chain reaction leads to cascading adverse effect on the crankcase ventilation which is highly undesirable.
[00018] In addition to that, the conventional method involves a considerable economic cost, since additional PCV system increases the part count and weight of the powertrain. Therefore, there is a need to provide a positive crankcase ventilation system which will meet the common requirements of powertrain including low weight, low cost, high efficiency, while overcoming all above problems & other problems of known art.
[00019] To this end, it is an object of the invention to provide a reliable and cost effective positive crankcase ventilation system.
[00020] It is another object of the present invention to improve the durability of internal parts of powertrain.
[00021] According to the present subject matter to attain the above-mentioned objectives, a first characteristic of the present invention is a powertrain comprising: a plurality of components; a crankcase, said crankcase being configured to have a plurality of chambers, a plurality of walls; a primary pump, said primary pump being configured to supply oil to said plurality of components of said powertrain; a secondary pump, said secondary pump being configured for replenishing oil from at least one of said plurality of chambers to an oil sump.
[00022] In addition to the first characteristic, a second characteristic of the present invention is a powertrain, wherein said plurality of chambers comprises a crank chamber, a transmission chamber, a generator chamber, and a clutch chamber.
[00023] In addition to the first and second characteristic, a third characteristic of the present invention is a powertrain, wherein said crank chamber and said transmission chamber are separated by at least one of said walls, said wall includes a first wall.
[00024] In addition to the first characteristic, a fourth characteristic of the present invention is a powertrain, wherein said primary pump being disposed along at least one of said walls, said wall includes a third wall.
[00025] In addition to the first and fourth characteristic, a fifth characteristic of the present invention is a powertrain, wherein said third wall separates said crank chamber and clutch chamber.
[00026] In addition to the first characteristic, a sixth characteristic of the present invention is a powertrain, wherein said second pump being disposed about at least one of said walls, said wall includes a second wall.
[00027] In addition to the first and sixth characteristic, a seventh characteristic of the present invention is a powertrain, wherein said second wall separates said crank chamber and said clutch chamber.
[00028] In addition to the first characteristic, an eight characteristic of the present invention is a powertrain, wherein said secondary pump being configured for constantly replenishing oil from said crank chamber to said oil sump.
[00029] In addition to the first characteristic, a ninth characteristic of the present invention is a powertrain, wherein width of said secondary pump being 1.5 to 2 times greater than width of said primary pump.
[00030] In addition to the first characteristic, a tenth characteristic of the present invention is a powertrain, wherein primary pump being operatively connected to said secondary pump.
[00031] In addition to the first and third characteristic, an eleventh characteristic of the present invention is a powertrain, wherein said first wall includes an extension rib extending inwardly into said crank chamber and forming an oil pocket, said oil pocket disposed below a crankshaft of said powertrain.
[00032] In addition to the first and eleventh characteristic, a twelfth characteristic of the present invention is a powertrain, wherein said oil pocket being configured to have an inlet opening, said inlet opening formed towards an end of said oil pocket.
[00033] In addition to the first characteristic, a thirteenth characteristic of the present invention is a powertrain, wherein a suction point of said secondary pump being communicatively connected to said inlet opening.
[00034] In addition to the first and second characteristic, a fourteenth characteristic of the present invention is a powertrain, wherein said transmission chamber includes said oil sump for supplying oil to said primary pump.
[00035] In addition to the first characteristic, a fifteenth characteristic of the present invention is a powertrain, wherein a delivery point of said secondary pump being configured above said oil sump.
[00036] In addition to the first and eleventh characteristic, a sixteenth characteristic of the present invention is a powertrain, wherein said oil pocket being operatively connected to said crank chamber through a front end.
[00037] In addition to the first and eleventh characteristic, a seventeenth characteristic of the present invention is a powertrain, wherein said oil pocket being operatively connected to said generator chamber through a first channel.
[00038] In addition to the first characteristic, an eighteenth characteristic of the present invention is a powertrain, wherein the capacity of the secondary pump is substantially higher than two times as that of a rate of outflow of oil from said crank chamber and said generator chamber.
[00039] In addition to the first characteristic, a nineteenth characteristic of the present invention is a powertrain, wherein said crankcase being configured to have a breathing circuit, said breather circuit includes an en-casted maze inside which blow-by gases travel.
[00040] In addition to the first characteristic, a twentieth characteristic of the present invention is a powertrain, wherein capacity of said secondary pump being substantially higher than capacity of said primary pump and wherein said primary pump and said secondary pump disposed within said crankcase.
[00041] The present invention includes a motorcycle comprises a powertrain including any of the preceding characteristics.
[00042] The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00043] The foregoing disclosure is not intended to limit the present disclosure to the precise forms or particular fields of use disclosed. As such, it is contemplated that various alternate embodiments and/or modifications to the present disclosure, whether explicitly described or implied herein, are possible in light of the disclosure. Having thus described embodiments of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made in form and detail without departing from the scope of the present disclosure. Thus, the present disclosure is limited only by the claims.
[00044] In the foregoing specification, the disclosure has been described with reference to specific embodiments. However, as one skilled in the art will appreciate, various embodiments disclosed herein can be modified or otherwise implemented in various other ways without departing from the spirit and scope of the disclosure. Accordingly, this description is to be considered as illustrative and is for the purpose of teaching those skilled in the art the manner of making and using various embodiments of the disclosure. It is to be understood that the forms of disclosure herein shown and described are to be taken as representative embodiments. Equivalent elements, materials, processes or steps may be substituted for those representatively illustrated and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the disclosure. Expressions such as “including”, “comprising”, “incorporating”, “consisting of”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.
[00045] Further, various embodiments disclosed herein are to be taken in the illustrative and explanatory sense, and should in no way be construed as limiting of the present disclosure. All joinder references (e.g., attached, affixed, coupled, connected, etc.) are only used to aid the reader's understanding of the present disclosure, and may not create limitations, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer that two elements are directly connected to each other.
[00046] Additionally, all numerical terms, such as, but not limited to, “first”, “second”, “third”, “primary”, “secondary”, “main” or any other ordinary and/or numerical terms, should also be taken only as identifiers, to assist the reader's understanding of the various elements, embodiments, variations and/or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation and/or modification relative to, or over, another element, embodiment, variation and/or modification.
[00047] It will also be appreciated that one or more of the elements depicted in the drawings/figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application. Additionally, any signal hatches in the drawings/figures should be considered only as exemplary, and not limiting, unless otherwise specifically specified.
[00048] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.
[00049] Figure 1 illustrates a side view and a top cut section view of a powertrain (100) across A-A’ axis, as per embodiment, in accordance with one example of the present subject matter. A crankcase (101) comprises of a crankcase right side (101RH) and a crankcase left side (101LH) which combine laterally to form the crankcase (101). The crankcase (101), encases a crankshaft (105), the transmission assembly (102) and the clutch assembly (103), and the generator (104) therein, and is divided into four independent chambers, namely, a crank chamber (101B), a transmission chamber (101C), a clutch chamber (101A) and a generator chamber (101D). As shown in the figure, the crank chamber (101B) is separated from the clutch chamber (101A) and generator chamber (101D) by a second and third wall (SW, TW) respectively. Precisely, the second wall (SW) is disposed between the crank chamber (101B) and the clutch chamber (101A). Further, the third wall (TW) is disposed between the crank chamber (101B) and the generator chamber (101D).
[00050] Figure 2 illustrates a side view and a top cut section view of a powertrain (100) across B-B’ axis, as per embodiment, in accordance with one example of the present subject matter. As shown in the figure, the powertrain (100) includes an oil sump (202) for accommodating a lubricating medium. The lubricating medium includes oil. The oil sump (202) is provided at the bottom region of the crankcase (101). The oil from the oil sump (202) being constantly pumped by a primary pump (201A) for continuous lubrication of internal parts of the powertrain (100). The primary pump disposed along the third wall (TW). The primary pump (201A) is operatively connected to the crankshaft (105) through mechanical means known in the art. Therefore, the lubrication of the internal components of the powertrain (100) begins once an operation cycle of thermal energy conversion into mechanical energy begins. Once the operation cycle starts, the rotation of the crankshaft (105) also starts. Due to the rotation of the crankshaft (105), the primary pump (201A) also starts rotating, resulting in the movement of oil from the oil sump (202) to lubricate the internal components of the powertrain (100) through the oil path defined. The oil path includes an oil return passage (203). In an embodiment, the oil is supplied to a cylinder head (206) flows to the generator chamber (101A) through the oil return passage (203) (as shown by arrows). Further, after the oil has lubricated a cylinder lining (204) and other internal parts, the oil fall in the crank chamber (101B) (as shown by arrows) due to gravity. A secondary pump (201B) is operatively connected to the primary pump (201A) through a common shaft (205), therefore both the primary pump (201A) and the secondary pump (201B) are operating at same speed. However, the width of the secondary pump (201B) is 1.5 to 2 times greater than the width of the primary pump (201A). Thereby the secondary pump (201B) is having higher capacity than the primary pump (201A). This leads to more oil being pumped by secondary pump (201B) as compared to the primary pump (201A). Further, the capacity of the secondary pump (201B) is substantially greater than two times that of a rate of the outflow of oil from the crank chamber (101B) and the generator chamber (101D). Therefore, the secondary pump (201B) is constantly replenishing lubricating oil from the crank chamber (101B) and the generator chamber (101D) back to the oil sump (202). This maintains the oil level in the oil sump (202) at prescribed or preferred level i.e. partially above the crankshaft (105).
[00051] Figure 3a illustrates a side view and a perspective cut section view of a powertrain (100) across the C-C’ axis, as per embodiment, in accordance with one example of the present subject matter. Figure 3b illustrates a side view and a perspective cut section view of a powertrain (100) across the D-D’ axis, as per embodiment, in accordance with one example of the present subject matter. For sake of brevity, Figures 3a and 3b will be discussed together. As shown in the figure, the crank chamber (101B) is separated by a first wall (FW) disposed between the crank chamber (101B) and the transmission chamber (101C) so as to keep the prescribed oil level partially above the crankshaft (105). The first wall (FW) includes an extension rib (301). The extension rib (301) is extending inwardly into the crank chamber (101B) and forming an oil pocket (302). The oil pocket (302) is disposed below the crankshaft (105). The oil pocket (302) is configured to have a front end (302A). The front end (302A) is configured to receive blow-by gases from the crank chamber (101B). A first channel (303) connects the crank chamber (101B) and the generator chamber (101D). An example of oil pocket (302) according to this embodiment can include any form which receives oil from the generator chamber (101D) & blow-by gases from the crank chamber (101B) and partitioned from the crank chamber (101B) and the transmission chamber (101C). The oil pocket (302) being configured to have an inlet opening (304), said inlet opening (304) is formed towards an end of said oil pocket (302). A suction point of said secondary pump (201B) (as shown in figure 2) being communicatively connected to said inlet opening (304).
[00052] Figure 4 illustrates a side view and a side cut section view of a powertrain (100) across C-C’ axis, as per embodiment, in accordance with one example of the present subject matter. As shown in the figure, during the compression and combustion cycles, very high gas pressure is experienced on the O-ring (not shown) of a piston (401) resulting in leakages of gas (404) (as shown by arrows), often referred to as blow-by gases. The blow-by gases from the crank chamber (101B) reach the oil pocket (302) through the front end (302A) due to gravity. Further, the secondary pump (201B) (as shown in figure 2) constantly replenishing the oil in oil sump (202) by sucking oil received from the generator chamber (101D) (as shown in figure 2) and blow-by gases from the crank chamber (101B) in the oil pocket (302). . The delivery point of said secondary pump (201B) is connected to a pipe (402). The pipe (402) (outlet of said pipe (402) encircled in the figure) extends with an upwards inclination in (F-R) direction toward the transmission chamber (101C) so as to maintain optimum height from the oil sump (202). The pipe (402) is composed of heat resistant material or like. From the transmission chamber (101C) blow-by gases reach a breather circuit (403). As per the preferred embodiment, the breather circuit (403) is en-casted integrally with the crankcase (101). The breathing circuit (403) is formed on the upper outer surface of the crankcase (101) and may be connected to an air filter assembly for exit and treatment of the blow-by gases. The breather circuit (403) is configured with an encasted maze (403A) inside which blow-by gases travel (405) (as shown by arrows) before exiting from it. The blow-by gases carry oil droplets with them when they exit from the transmission chamber (101C). This maze (403A) reduces the velocity of the blow-by gases and thereby helps in separating the oil from the air. The separated oil (406) (encircled in the figure) travels back to the oil sump (202) after lubricating internal parts of the transmission assembly (102).
[00053] Figure 5 illustrates a graphical representation depicting the difference between blow by gases emitted from the conventional powertrain and proposed powertrain layout as per embodiment, in accordance with one example of the present subject matter. Preferably, the vertical axis signifies the blow-by gases flow rate in litres per minute (L/minutes) and the horizontal axis signifies the revs. per minute of the engine. The present subject matter as seen from the plot by dark line reduces the blow-by gases emitted from the crankcase. This maintains the prescribed oil level inside the oil sump. As shown in the graph, a curve (501) represents the blow-by gases emitted from the conventional powertrain. Further, a curve (502) represents the blow-by gases emitting from the proposed powertrain. Thus, it is clearly evident from the graph that blow-by gases emitted from the crankcase are more in the conventional powertrain as compare to the proposed powertrain for the same revs per minute of the engine.
[00054] According to the above architecture, one of the primary efficacies of the present invention is the improved durability of the internal parts of the powertrain. As per the preferred embodiment, the secondary pump is having a higher capacity than the primary pump which performs the dual function of continuously replenishing the oil sump and at the same time pumps out blow-by gases from the crank chamber through the oil pocket defined in the crankcase. This leads to a reduction of the high pressure inside the crankcase due to blow-by gases and maintains the prescribed oil level in the oil sump. Further, each chamber being formed and partitioned suitably to keep prescribed oil level. Therefore, the internal parts of the powertrain are subjected to continuous lubrication through the primary pump.
[00055] According to the above architecture, one of the primary efficacies of the present invention is the effective and efficient positive crankcase ventilation system which does not incur more cost. The present invention reduces the high pressure inside the crankcase due to blow-by gases without the use of an additional PCV system. This reduces the part count and overall weight of the powertrain. This leads to a reduction of part count and reduces the cost as the present invention eliminates the hose member to connect with an air filter assembly and extra clamping members to hold the breather hose while overcoming all problems cited earlier & other problems of the known art.
[00056] According to the above architecture, one of the primary efficacies of the present invention is the improved durability of the air filter assembly. The amount of blow-by gases emitted from the outlet of the breather circuit is less as compared to the conventional system. Therefore, the oil accumulation is less in the air filter assembly which increases the serviceability period of the air filter assembly required for changing the air filter.
[00057] The above-described embodiments, and particularly any “preferred” embodiments, are possible examples of implementations and merely set forth for a clear understanding of the principles of the invention. It will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.
List of References

F-R - Front to Rear direction
100 - Powertrain
101 - Crankcase
101A - Generator chamber
101B - Crank chamber
101C - Transmission chamber
101D - Clutch chamber
FW - First wall
SW - Second wall
TW-Third wall
102 - Transmission assembly
103 - Clutch assembly
104 - Generator
105 - Crankshaft
201A - Primary pump
201B - Secondary pump
202 - Oil sump
203 - Oil return passage
204 - Cylinder linings
205 - Common shaft
206 -Cylinder head
301 - Rib
302 -Oil pocket
302A - Front end
303-First channel
304 - Inlet opening
401 - Piston
402 - Pipe
403 - Breather circuit
403A – Maze
404, 405 – Blow by gases
406 – Separated oil
501 Curve - Conventional powertrain
502 Curve - Proposed powertrain