CROSS REFERENCE TO RELATED APPLICATION

This application is based on and derives the benefit of Indian Provisional Application 202141028050 filed on 22/06/2021, the contents of which are incorporated herein by reference

TECHNICAL FIELD

[001] The embodiments herein relate to a device for multi electro-mechanical outputs with differentiated multi-speed for use in applications such as automotive and industrial machines.

BACKGROUND

[002] A forced air induction system of an internal combustion (IC) engine is used to provide compressed air to the engine to produce more power, torque, to significantly reduce transient and steady state polluting emissions, thereby increasing the efficiency and performance of the engine. Some forced air induction systems of the engine use a supercharger which is an air compressor driven by the engine to provide compressed air to the engine. Superchargers are mechanically driven by the engine and impart a mechanical load on the engine. Currently, the forced air induction system used for the IC engine is a turbocharger which is driven by exhaust gases from the engine. Though, turbocharger does not impart a direct mechanical load on the engine, turbocharger is subjected to exhaust back pressure on engines thereby increasing pumping losses. Further, ‘turbo-lag’ occurs because turbochargers rely on the buildup of exhaust gas pressure to drive a turbine of the turbocharger. The exhaust gas pressure of the engine at idle, low engine speeds, or low throttle is usually insufficient to drive the turbine of the turbocharger. Only when the engine reaches sufficient speed, the turbine spins fast enough to rotate the turbocharger compressor to provide compressed air with intake pressure above atmospheric pressure. Therefore, the turbocharger is effective at higher speeds of the engine whereas the supercharger is effective primarily at lower speeds of the engine and can be adopted at higher engine speeds too.

[003] Alternately, some forced air induction systems of the engine use an air compressor directly driven by the engine to provide compressed air to the engine. Such air compressors are called mechanical superchargers. There are two main types of superchargers defined according to the method of gas transfer: positive-displacement compressors and centrifugal compressors. Centrifugal compressors are generally more efficient, smaller and lighter than positive-displacement counterparts. The disadvantage of the centrifugal compressors is that the supplied boost increases with square of the rotational speed, resulting in low boost in low engine speeds.

[004] Currently, the centrifugal superchargers which are available are not very efficient in comparison to screw type superchargers, as they are incapable of delivering the required/adequate air mass at lower engine speeds. Therefore, the centrifugal superchargers are required to be designed to deliver higher mass flow at lower engine speeds, which can be achieved either by providing large size compressors or by higher compressor speeds at lower engine speeds. Due to the space constraint, the higher compressor speeds (compact compressor) are chosen.

[005] Most superchargers include an integral step up gearbox to increase the speed of the air compressor to achieve optimal compressor efficiency. The step up gearbox is complex in design and expensive. In most cases, the supercharger gearbox is a fixed high ratio gearbox and the supercharger is required to be disengaged from the engine to reduce the traction load of driving the supercharger or the parasitic losses when the engine is operating at higher speeds. Despite the high ratio of enhancer gearbox, there are upper limitations to an achievable ratio of the step-up gearbox, which in turn limits the higher speeds the air compressor can attain at lower engine speeds, and complicates the design of the impeller of the compressor for such application. Hence, engines are provided with both the supercharger and the turbocharger. In such twin charged engines, a centrifugal clutch is used to engage the supercharger with the engine when the crankshaft of the engine is rotating at the lower speed. The centrifugal clutch disengages the supercharger from the engine and the turbocharger provides compressed air to the engine when the crankshaft is rotating at higher speeds.

[006] Further, with a limited single stage step-up ratio of the gearbox, the only way to attain higher output speeds of the gearbox is to provide enhanced speeds at its input in tandem with its step-up ratio. However, with the increase in engine speed, the speeds attained in combination of stepped up input speed to supercharger and the high step-up gear ratio of gearbox becomes undesirable and exceeds the design limitation of the gearbox itself. Therefore, at these higher engine speeds, the input speed to supercharger gearbox has to be reduced. To attain such higher input speeds to supercharger gearbox at lower engine speeds and lower input speeds to supercharger gearbox at higher engine speeds, a crankshaft speed enhancing device with a speed changing capability to subsequently reduce the speed is necessary. At the same time as is known the crankshaft pulley which delivers the output speed of the engine is also simultaneously driving a few more front end accessories such as water pump, alternator, etc., and it becomes necessary that such a device does not affect the driving /speed characteristics of such front end accessories.

[007] Further, in any vehicle, the typical driving conditions include: ignition, starting, idling, moving, steady state, cruising, accelerating (slow-medium-high), decelerating (slow- medium-high), shifting gears during acceleration and deceleration, braking and stopping. In each of the aforementioned driving conditions, the engine of the vehicle is subjected to different and varying loads such as transmission to wheels, turbocharger causing exhaust back pressure, drive to the supercharger, other front end accessories drive (FEAD), belt driven systems such as alternator, air conditioning compressor, etc.,. Furthermore, the engine is subjected to different kinds of responses and behavior which provides undesirable experience to the driver, and / or deterioration of fuel economy and safety of the components of vehicle.

[008] In order to rapidly increase the engine power output, the compressor of the supercharger may be driven by the crankshaft to accelerate the compressor. However, the load inertia reflected back to the motor, in any speed changing system, is a squared function of the speed ratio, thus transmitting a quantum reflected torque back through the driving elements of the supercharger to the crankshaft to oppose the torque created by the engine. These results in unexpectedly large and sudden reduction in the torque transmitted by the crankshaft to vehicle power transmission elements, which in turn causes the vehicle, powered by the engine and supercharger to decelerate rapidly, vehicle staggering undesirably and even lead to engine stalling. For example, during transient high load conditions, such as when accelerating up a hill or quickly overtaking a speeding vehicle, and accelerating during transient low load conditions such as gear changes, the possibility of the engine rapidly decelerating or even stalling is very high. Further, even at the cold start condition of the engine at which is still a naturally aspirated until the initial boosted charge is inducted into the inlet manifold, such reflected torque is experienced. At this cold starting condition, the supercharging unit besides consuming some engine power output also causes a torque dip, which is felt as stalling by the driver which is undesirable. When the engine is idling or clutch engaged for the gear shift operation, the engine runs with varying speeds and causes cyclic variations in engine speed which also cause NVH problems in a vehicle. When the engine is shut off, the crankshaft in the process of stopping is subjected to varying conditions at that point of time may stop in a position which is undesirable for a subsequent starting of the engine, especially the cold start of vehicle in the morning.

[009] Therefore, there exists a need for devices for multi electro-mechanical outputs with differentiated multi-speed for use in applications such as automotive and industrial machine, which obviates the aforementioned drawbacks.

OBJECTS

[0010] The principal object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed for use in applications such as automotive and industrial machine.

[0011] Another object of an embodiment herein is to provide methods of providing multi electro-mechanical outputs with differentiated multi-speed for use in applications such as automotive and industrial machine.

[0012] Another object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed which includes at least one output having enhanced or reduced speed and at least one another output having same speed, when compared to an input speed of an internal combustion engine or any input speed shaft.

[0013] Another object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed which is adapted to be used with a centrifugal supercharger of a gasoline/diesel naturally aspirated engine for entire operating speed range of the engine.

[0014] Another object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed for performance enhancement in a forced air induction engine.

[0015] Another object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed which provides enhanced effectiveness of centrifugal supercharging of diesel engines at low engine speeds.

[0016] Another object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed which does not require any additional changes in the design of the accessories and sub-systems driven by the crankshaft such as air conditioning (AC) compressor (Al), alternator (A2), water pump (A3) etc. provided by vehicle/engine original equipment manufacturers (OEM).

[0017] Another object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed for use in a twin charged engine. [0018] Another object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed, which is reliable and enables precise operability of the supercharger.

[0019] Another object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed, which is compact and light weight.

[0020] Another object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed, which is easy to install and is inexpensive.

[0021] Another object of an embodiment herein is to provide devices for multi electro-mechanical outputs with differentiated multi-speed which includes at least one compact electric machine (electric motor-generator unit) which is configured to provide variable magnitude torque assist to the crankshaft through a controller.

[0022] These and other objects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.

BRIEF DESCRIPTION OF DRAWINGS

[0023] The embodiments of the invention are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:

[0024] Fig. 1 depicts a cross-sectional view of a device for multi electro-mechanical outputs with differentiated multi-speed in which a ring gear is in a locked position, according to embodiments as disclosed herein;

[0025] Fig. 2 depicts a transverse sectional view of the device for multi electro mechanical outputs with differentiated multi-speed, taken along A- A of Fig 1, according to embodiments as disclosed herein; [0026] Fig. 3 depicts a transverse sectional view of the device taken along B-B of Fig 1, according to embodiments as disclosed herein;

[0027] Fig. 4 depicts a transverse sectional view of the device taken along C-C of Fig 1, according to embodiments as disclosed herein;

[0028] Fig. 5 depicts another cross-sectional view of the device in which the ring gear is in an unlocked position, according to embodiments as disclosed herein;

[0029] Fig. 6 depicts a transverse sectional view of the device taken along D-D of Fig 5, according to embodiments as disclosed herein;

[0030] Fig. 7 depicts a transverse sectional view of the device taken along E-E of Fig 5, according to embodiments as disclosed herein;

[0031] Fig. 8 depicts a cross-sectional view of a device for multi electro-mechanical outputs with differentiated multi-speed in which a sun gear is in a locked position, according to alternate embodiments as disclosed herein;

[0032] Fig. 9 depicts a transverse sectional view of the device for multi electro mechanical outputs with differentiated multi-speed, taken along G-G of Fig 8, according to alternate embodiments as disclosed herein;

[0033] Fig. 10 depicts a transverse sectional view of the device taken along H-H of Fig 8, according to alternate embodiments as disclosed herein;

[0034] Fig. 11 depicts a transverse sectional view of the device taken along I-I of Fig 8, according to alternate embodiments as disclosed herein;

[0035] Fig. 12 depicts another cross-sectional view of device in which the sun gear is in an unlocked position, according to alternate embodiments as disclosed herein;

[0036] Fig. 13 depicts a transverse sectional view of the device taken along K-K of Fig 12, according to alternate embodiments as disclosed herein;

[0037] Fig. 14 depicts a transverse sectional view of the device taken along J-J of Fig 12, according to alternate embodiments as disclosed herein;

[0038] Fig. 15 depicts a cross-sectional view of a device for multi electro-mechanical outputs with differentiated multi-speed in which a ring gear is in a locked position by actuating a linear actuator, according to another embodiment as disclosed herein;

[0039] Fig. 16 depicts a transverse sectional view of the device taken along F-F of Fig 8, according to another embodiments as disclosed herein;

[0040] Fig. 17 depicts an arrangement of a supercharging system in an automobile IC engine, according to embodiments as disclosed herein; [0041] Fig. 18 depicts an arrangement of two independent outputs, one driving the existing accessories, and the other driving a supercharger input pulley, according to embodiments as disclosed herein;

[0042] Fig. 19 depicts a flowchart indicating steps of a method of providing multi electro-mechanical outputs with differentiated multi-speed, according to an embodiment as disclosed herein;

[0043] Fig. 20 depicts a flowchart indicating steps of a method of providing multi electro-mechanical outputs with differentiated multi-speed, according to alternate embodiments as disclosed herein; and

[0044] Fig. 21 depicts a flowchart indicating steps of a method of providing multi electro-mechanical outputs with differentiated multi-speed, according to another embodiment as disclosed herein.

DETAILED DESCRIPTION

[0045] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

[0046] The embodiments herein achieve devices for multi electro-mechanical outputs with differentiated multi-speed for use in applications such as automotive and industrial machines. Further, the embodiments herein achieve methods of providing multi electro mechanical outputs with differentiated multi-speed for use in applications such as automotive and industrial machines. Furthermore, the embodiments herein achieve the devices for multi electro-mechanical outputs with differentiated multi-speed which includes at least one output having enhanced or reduced speed and at least one another output having same speed, when compared to an input speed provided by an internal combustion engine or any input speed shaft. Additionally, the embodiments herein achieve the devices for multi electro-mechanical outputs with differentiated multi-speed which is adapted to be used with a centrifugal supercharger of a gasoline/diesel naturally aspirated engine for entire operating speed range of the engine. Moreover, the embodiments herein achieve the devices for multi electro mechanical outputs with differentiated multi-speed which provides enhanced effectiveness of centrifugal supercharging of turbocharged diesel engines at low engine speeds. Also, the embodiments herein achieve the devices for multi electro-mechanical outputs with differentiated multi-speed which does not require any additional changes in the design of front-end accessories and sub-systems driven by the crankshaft such as AC compressor (Al), Alternator (A2), Water pump (A3) etc. as provided by the vehicle/engine original equipment manufacturers (OEM). Further, the embodiments herein achieve the devices for multi electro mechanical outputs with differentiated multi-speed for use in a twin charged engine. Furthermore, the embodiments herein achieve the devices for multi electro-mechanical outputs with differentiated multi-speed, which is reliable and enables precise operability of the supercharger centrifugal clutch. Also, the embodiments herein achieve the devices for multi electro-mechanical outputs with differentiated multi-speed which is compact and light weight. Further, the embodiments herein achieve the devices for multi electro-mechanical outputs with differentiated multi-speed which includes at least one compact electrical machine (electric motor-generator unit) which is configured to provide variable magnitude torque assist to the crankshaft through a controller. Referring now to the drawings, and more particularly to Figs. 1 through 21, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.

[0047] For the purpose of this description and ease of understanding, the devices (100, 200, 400) for multi electro-mechanical outputs with differentiated multi-speed is explained herein below with reference to be provided in a forced air induction engine. However, it is also within the scope of the invention to provide the devices (100, 200, 400) for multi electro-mechanical outputs with differentiated multi-speed in any vehicle or any other industrial applications without otherwise deterring the intended function of the devices (100, 200, 400) as can be deduced from the description and corresponding drawings.

[0048] Fig. 1 depicts a cross-sectional view of a device (100) for multi electro mechanical outputs with differentiated multi- speed in which a ring gear (109) is in a locked position, according to embodiments as disclosed herein. Fig. 5 depicts another cross- sectional view of the device (100) in which the ring gear (109) is in an unlocked position, according to embodiments as disclosed herein. In an embodiment, the device (100) for multi electro-mechanical outputs with differentiated multi-speed, includes an input rotating member (101), a stationary housing (102), a first bearing (103), a first rotating member (104), a plurality of disengaging members (105), a plurality of first resilient members (106), a planetary gear train (107T), (as shown in fig. 4 and fig. 7), a planet gear carrier (107), a plurality of planet gears (108), a ring gear (109), a sun gear (110), a plurality of brake drums (111), a plurality of brake liners (112), a plurality of second resilient members (113), a plurality of carrier studs (114), a second bearing (115), a second rotating member (117), a stator (118), a first output member (Po), and a second output member (Pv).

[0049] For the purpose of this description and ease of understanding, the input rotating member (101) is considered to a crankshaft of engine. The stationary housing (102) is freely mounted onto the input rotating member (101). The bearing (103) is adapted to mount the stationary housing (102) onto the input rotating member (101). The stationary housing (102) is configured to enclose the entire components of the device (100). In an embodiment, the housing (102) is retrofitted to the input rotating member (101). The first rotating member (104) and the second rotating member (117) are disposed within the housing (102) and are mounted on to the input rotating member (101). In an embodiment, the first rotating member (104) is a circular disc shaped member. The first rotating member (104) and the second rotating member (117) are keyed to the crankshaft (101) and always rotate at the speed of the input rotating member (101). Further, the first rotating member (104) is adapted to hold and support the plurality of disengaging members (105).

[0050] Furthermore, the stator (118) is fixed to the housing (102) and is provided in a spaced relation with respect to the second rotating member (117). In an embodiment, the stator (118) and the second rotating member (117) are collectively called as electrical machine (116), (also referred to as electric motor-generator unit in this description). The second rotating member (117) is configured to act as one of a motor or a generator depending on a signal from a controller (301). The second rotating member (117) drives the input rotating member (101), when the electrical machine (116) acts as the motor and the second rotating member (117) is rotated by the input rotating member (101) in which the electrical machine (116) acts as a generator which generates electricity for charging a rechargeable power source (306) and a capacitor (306) through a high voltage bus (V _H), (as shown in fig. 17).

[0051] Fig. 2 depicts a transverse sectional view of the device (100) for multi electro mechanical outputs with differentiated multi-speed, taken along A- A of Fig 1, according to embodiments as disclosed herein. The stator (118) includes a plurality of coils fixed to the housing (102). The plurality of coils in the stator (118) is connected to a controller unit (301) through a plurality of cables (not shown). The second rotating member (117) includes a plurality of permanent magnets (117S and 117N) mounted on the input rotating member (101).

[0052] Fig. 3 depicts a transverse sectional view of the device (100) taken along B-B of Fig 1, according to embodiments as disclosed herein. The plurality of disengaging members (105) which are adapted to move relative to the first rotating member (104) in accordance to the centrifugal force acting on the disengaging members (105). In an embodiment, the disengaging members (105) are at least fly weights. In an embodiment, the plurality of disengaging members (105) are concentrically disposed around the first rotating member (104). Further, the plurality of first resilient members (106) are connected between the first rotating member (104) and the plurality of disengaging members (105). The plurality of disengaging members (105) are held by the first rotating member (104) in a predetermined position by a tensile force applied by the plurality of first resilient members (106). Each first resilient member (106) is considered to be a spring. [0053] Fig. 4 depicts a transverse sectional view of the device (100) taken along C-C of Fig 1, according to embodiments as disclosed herein. The planetary gear train (107T) comprises the planet gear carrier (107), the plurality of planet gears (108), the ring gear (109), and the sun gear (110). The planet gear carrier (107) is disposed adjacent to the first rotating member (104) and is mounted onto the input rotating member (101). The planet gear carrier

(107) is adapted to rotate at a speed of the rotational speed of the input rotating member (101). Further, the plurality of planet gears (108) is rotatably connected to the planet gear carrier (107). The plurality of planet gears (108) meshes radially outwards with the ring gear (109) and meshes radially inwards with the sun gear (110). The plurality of planet gears

(108) facilitates in transferring rotational motion of the planet gear carrier (107) to the sun gear (110). The sun gear (110) is adapted to be freely mounted on the input rotating member (101) using the second bearing (115). Further, the planet gear carrier (107) includes the plurality of carrier studs (114) which are disposed at predetermined locations. The plurality of carrier studs (114) are adapted to connect the first output member (Po) to the planet gear carrier (107), so as to rotate the first output member (Po) at the speed equal to the rotational speed of the input rotating member (101).

[0054] Fig. 6 depicts a transverse sectional view of the device (100) taken along D-D of Fig 5, according to embodiments as disclosed herein. Fig. 7 depicts a transverse sectional view of the device (100) taken along E-E of Fig 5, according to embodiments as disclosed herein. The plurality of brake drum (111) are disposed concentrically above the plurality of disengaging members (105). Each brake drum (111) includes the brake liner (112) which is disposed to an inner surface of the brake drum (111). Each brake drum (111) is connected to the stationary housing (102) through corresponding second resilient member (113). For the purpose of this description and ease of understanding, each second resilient member (113) is considered to be a spring. The brake liners (112) are adapted to one of selectively engage or disengage with the ring gear (109) when the disengaging members (105) disengages (as shown in fig. 3) or engages (as shown in fig. 6) with the brake drums (111) respectively. Each brake liner (112) is disengaged from the ring gear (109) thereby unlocking the ring gear (109) in response to each disengaging member (105) moving in a direction towards corresponding brake drum (111) thereby moving the brake drum (111) in a direction towards the stationary housing (102), when a centrifugal force acting on the plurality of disengaging members (105) exceeds a tensile force of the plurality of first resilient members (106), on rotational speed of the input rotating member (101) exceeding a threshold speed (ST). Each brake liner (112) is engaged with the ring gear (109) thereby locking the ring gear (109) in response to each disengaging member (105) moving away from corresponding brake drum (111) in a direction towards the first rotating member (104), when the centrifugal force acting on the plurality of disengaging members (105) is lower than the tensile force of the plurality of first resilient members (106), on rotational speed of the input rotating member (101) falls below the threshold speed (ST). The ring gear (109) is adapted to be held in one of a locked position (as shown in fig. 1) in which the brake liners (112) are engaged with the ring gear (109) and an unlocked position (as shown in fig. 5) in which the brake liners (112) are disengaged from the ring gear (109).

[0055] The first output member (Po) is rotatably connected to the planet gear carrier (107). The second output member (Pv) is rotatably connected to the sun gear (110). In an embodiment, each first output member (Po) and the second output member (Pv) is at least a pulley. The first output shaft (Po) is adapted to drive front-end accessories of the engine, where the front-end accessories includes an AC compressor (Al), an alternator (A2) and a water pump (A3). The second output shaft (Pv) is adapted to drive a supercharger (10S). The first output member (Po) is configured to rotate at the speed of the rotational speed of the input rotating member (101) in the complete range of operating speeds of the input rotating member (101). The first output member (Po) and the second output member (Pv) are adapted to rotate at a speed equal to the rotational speed of the input rotating member (101), when the rotational speed of the input rotating member (101) exceeds the threshold speed (ST). The first output member (Po) is adapted to rotate at a speed equal to the rotational speed of the input rotational member (101), and the second output member (Pv) is adapted to rotate at a speed higher than the rotational speed of the input rotating member (101), when the rotational speed of the input rotating member (101) falls below the threshold speed (ST). In an embodiment, the threshold speed (ST) is a predetermined rotational speed of the input rotating member (101), below which the brake liners (112) are engaged with the ring gear (109), and beyond which the brake liners (112) are disengaged from the ring gear (109).

[0056] The electrical machine (116) is coupled to a controller unit (301), wherein the controller unit (301) is configured to operate the electrical machine (116) as one of a motor and a generator. The electrical machine (116) is adapted to act as the motor which drives the input rotating member (101) during at least one of starting of engine, the speed of the input rotating member (101) is below the threshold speed (ST), depressing of an accelerator pedal, shifting of gears, and positioning the input rotating member (101) at required position during stopping of engine. The electrical machine (116) is adapted to act as the generator which generates electric current for charging the rechargeable power source (306) and the capacitor (304) through the high voltage bus (V _H ) during at least one of the speed of the input rotating member (101) exceeds the threshold speed (ST), stopping of engine and failure condition of alternator (A2). The speed of the input rotating member (101) falling below the threshold speed (ST) corresponds to idling speed of engine and low speed of engine. The speed of the input rotating member (101) exceeding the threshold speed (ST) corresponds to higher speed of engine. The controller unit (301) is adapted to vary electric power supply to the electrical machine (116) which in turn imparts regulated power output at said input rotating member (101).

[0057] The working of the device (100) for multi electro-mechanical outputs with differentiated multi-speed is as follows. When the engine in either the supercharged or the twin-charged vehicle is ignited, the electric machine (116) is selected to operate as the motor and hence the second rotating member (117) by its independent source of energy drives and boosts a torque to the input rotating member (101), to enable the input rotating member (101) to negate the resistance of idling inertia (reflected torque). When the input rotating member (101) of the engine is rotating at idling speed to low speeds of upto for example, 1300 rpm, the disengaging member (105) is retained in a radially inwards position by the first resilient member ((106), (as shown in Fig.3)). At these speeds, the centrifugal force acting on disengaging member (105) is less than the tensile force of the first resilient members (106) acting radially inwards and hence disengaging member (105) are free and do not radially contact the brake drum (111). At these lower engine speeds, the input rotating member (101) rotates at the engine speed and drives both the first rotating member (104) and the planet carrier (107) at the same speed as that of the input rotating member (101). At these speeds, the ring gear (109) is held in a locked position by the radial braking force applied by the brake liner (112) to the ring gear (109).

[0058] As known by the principle of planetary gearing, if the gear arrangement is such that the input rotation is given to the planets carrier (107), the ring gear (109) is locked/fixed and rotational movement disabled, and the output is taken from the sun gear (110), then the output speed of the sun gear (110) is higher with respect to the input speed. This is governed by a formula: Zs / (Zs + ZR), where Zs denotes number of teeth in sun gear (110) and ZR denotes number of teeth in ring gear (109).

[0059] Hence in the embodiment herein, the speed of the sun gear (110) is increased by the ratio l/(Zs / (Zs + ZR)) with respect to speed of the planet carrier (107) which is also the speed of input rotating member (101). Therefore, the speed of the second output member (Pv) which is connected to the sun gear (110) is increased with respect to the speed of the input rotating member (101). Further, since the planet carrier (107) is connected directly to the input rotating member (101), it rotates at the same speed as that of the input rotating member (101). The first output member (Po) which in-tum is connected to the planet carrier (107) through the carrier studs (114) also rotates at the same speed of the input rotating member (101). Thus as seen above, one input from the input rotating member (101) is capable of delivering two independent outputs through two output members (Po) and (Pv) which rotate simultaneously and independently at two different speeds, i.e. the first output member (Po) rotates at speed equal to speed of the input rotating member (101) and the second output member (Pv) rotates at an increased speed with respect to the speed of the input rotating member (101).

[0060] Further, when the input rotating member (101) of the engine is rotating at high speeds. (For example greater than 1300 rpm, the centrifugal forces acting on the disengaging members (105) increase and at some point exceed the combined force of tensile force of the first resilient members (106) and compression force of the second resilient members (113) and the disengaging members (105) moves radially outward not only to contact the brake drum (111) but also move the brake drum (111) outward towards the stationary housing (102). Since the brake drums (111) which are split segments positioned diametrically opposite and stationary while the first rotating member (104) along with disengaging members (105) and the first resilient members (106) are rotating, a mechanism of rolling/sliding is introduced between contact inner surface of brake drum (111) and an outer surface of disengaging members (105). This action disengages the brake liner (112) from the ring gear (109) thereby releasing a holding force on the ring gear (109). This action releases the ring gear (109) for free rotation due to rotation of meshing of the planet gears (108) about their axes and also the rotation of the planet gear carrier (107) about its axis with input speed of the input rotating member (101). Thus with the ring gear (109) released for free rotation, all the three gears namely ring gear (109), planet gears (108) and the sun gear (110) are free to rotate. With such a condition in the planetary gearing, the output speed of the sun gear (110) is equal to speed of the planet gear carrier (107) which is also driven at the speed of the input rotating member (101). The planet gear carrier (107) being directly connected to input rotating member (101), always rotates at the engine speed, and in turn rotates the connected first output member (Po), the speed of the first output member (Po) is unaffected by the change in speed of sun gear (110) or change in the speed of second output member (Pv) which is directly connected to the sun gear (110). Further, as the engine speed increases post idling and higher power is generated and higher torque is available at the input rotating member (101) which is capable of driving a supercharging drivetrain. The rotation of the second rotating member (117) at higher speeds may be advantageously utilized, with help of an electronic signal from the controller (301) to operate the electric machine (116) as the generator for regeneration. The regeneration process by the generator includes charging the rechargeable power source (306) and the capacitor (304) through the high voltage bus (V _H ). The charge from the rechargeable power source (306) and the capacitor (304) are utilized for driving second rotating member (117) during engine starting or idling or whenever it is required to operate as a motor during the entire operating cycle of the engine. This can further be utilized for driving other vehicular components.

[0061] Fig. 8 depicts a cross-sectional view of a device (400) for multi electro mechanical outputs with differentiated multi-speed in which a sun gear (410) is in a locked position, according to alternate embodiments as disclosed herein. Fig. 12 depicts another cross-sectional view of the device (400) in which the sun gear (410) is in an unlocked position, according to alternate embodiments as disclosed herein. In an alternate embodiment, the device (400) includes an input rotating member (401), a stationary housing (402), a first bearing (403), a first rotating member (404), a plurality of disengaging members (405), a plurality of first resilient members (406), a planetary gear train (407T), (as shown in fig. 14), a planet gear carrier (407), a plurality of planet gears (408), a ring gear (409), a sun gear (410), a plurality of brake drums (411), a plurality of brake liners (412), a plurality of second resilient members (413), a plurality of carrier studs (414), a second bearing (415), a third bearing (416), a second rotating member (417), a stator (418), a first output member (Po), and a second output member (Pv). The first output member (Po), the second output member (Pv), the first bearing (403), the second bearing (415), first rotating member (404), second rotating member (417) and third bearing (416) being commonly mounted on the sleeve (420) thereby making the entire assembly as an integral device.

[0062] In an embodiment, the input rotating member (401) is a crankshaft. The stationary housing (402) is freely mounted onto the sleeve (420). The stationary housing (402) is split as front housing (402a) and back housing (402b). The stationary housing (402) is freely mounted on sleeve (420) using the third bearing (416). The sleeve (420) is concentrically mounted onto the input rotating member (401). The stationary housing (402) is configured to enclose the entire components of the device (400). The housing (402) is held in stationery position at all times by clamps connecting to the engine housing. In the alternate embodiment, the device (400) is retrofitted to the input rotating member (401). Further, the first rotating member (404) and the second rotating member (417) are disposed within the housing (402) and are mounted on to the input rotating member (401) through the sleeve (420). In an embodiment, the first rotating member (404) is a circular disc shaped members. The first rotating member (404) and the second rotating member (417) are keyed to the sleeve (420) and always rotate at the speed of the input rotating member (401). Further, the first rotating member (404) is adapted to hold and support the plurality of disengaging members (405) through the first resilient members (406). Furthermore, the stator (418) is fixed to the back housing (402b) and provided in a spaced relation with respect to the second rotating member (417). In an embodiment, the stator (418) and the second rotating member (417) are collectively called as electric machine (419), (also referred to as electric motor- generator unit in this description). The second rotating member (417) is configured to act as one of a motor or a generator depending on a signal from a controller unit (301). The second rotating member (417) through the sleeve (420) drives the input rotating member (401), when the electrical machine (419) acts as the motor. The second rotating member (417) is rotated by the input rotating member (401) through the sleeve (420), and the electrical machine (419) acts as the generator which generates electricity for charging the rechargeable power source (306) and the capacitor (304) through the high voltage bus (VH).

[0063] Fig. 9 depicts a transverse sectional view of the device (100) for multi electro mechanical outputs with differentiated multi-speed, taken along G-G of Fig 8, according to alternate embodiments as disclosed herein. The stator (418) includes a plurality of coils fixed to the back housing (402b). The plurality of coils in the stator (418) are connected to the controller (301) through a plurality of cables (not shown). The second rotating member (417) includes a plurality of permanent magnets (417S and 417N) mounted on the sleeve (420).

[0064] Fig. 10 depicts a transverse sectional view of the device (100) taken along H-H of Fig 8, according to alternate embodiments as disclosed herein. Fig. 11 depicts a transverse sectional view of the device (100) taken along I-I of Fig 8, according to alternate embodiments as disclosed herein. The plurality of disengaging members (405) are adapted to move relative to the first rotating member (404) based on the centrifugal force acting on the disengaging members (405). In an embodiment, the disengaging members (405) are at least fly weights. In an embodiment, the plurality of disengaging members (405) are concentrically disposed around the first rotating member (404). Further, the plurality of first resilient members (406) are connected between the first rotating member (404) and the plurality of disengaging members (405). The plurality of disengaging members (405) are held by the first rotating member (404) in a predetermined position by a tensile force applied by the plurality of first resilient members (406). [0065] Fig. 14 depicts a transverse sectional view of the device (400) taken along J-J of Fig 12, according to alternate embodiments as disclosed herein. The planetary gear train (407T) comprises the planet gear carrier (407), the plurality of planet gears (408), the ring gear (409), and the sun gear (410). The planet gear carrier (407) is disposed adjacent to second output member (Pv) and is mounted onto the sleeve (420). The planet gear carrier (407) is adapted to rotate at a speed of the rotational speed of the input rotating member (401). Further, the plurality of planet gears (408) are rotatably connected to the planet gear carrier (407). The plurality of planet gears (408) meshes radially outwards with the ring gear (409) and radially inwards with the sun gear (410). The plurality of planet gears (408) facilitates in transferring motion of the planet gear carrier (407) to the sun gear (410). The sun gear (410) is adapted to be freely mounted on the sleeve (420) using the second bearing (415). Further, the planet gear carrier (407) includes the plurality of carrier studs (414) which are disposed at predetermined locations.

[0066] Fig. 13 depicts a transverse sectional view of the device (400) taken along K-K of Fig 12, according to alternate embodiments as disclosed herein. The plurality of brake drums (411) are disposed concentrically above the plurality of disengaging members (405). Each brake drum (411) includes the brake liner (412) which is disposed to an inner surface of the brake drum (411). The brake liners (412) are adapted to move the brake drums (411) to selectively engage or disengage with the sun gear (410) when the disengaging members

(405) disengages or engages the brake drum (411) respectively. Each brake liner (412) is disengaged from the sun gear (410) thereby unlocking the sun gear (410) in response to each disengaging member (405) moving in a direction towards corresponding brake drum (411) thereby moving the brake drum (411) in a direction towards the stationary housing (402), when a centrifugal force acting on plurality of disengaging members (405) exceeds a tensile force of the plurality of first resilient members (406), on rotational speed of the input rotating member (401) exceeding a threshold speed (ST). Each brake liner (112) is engaged with the sun gear (410) thereby locking the sun gear (410) in response to each disengaging member (405) moving away from corresponding brake drum (411) in a direction towards the first rotating member (404), when the centrifugal force acting on the plurality of disengaging members (405) is lower than the tensile force of the plurality of first resilient members

(406), on rotational speed of the input rotating member (401) falls below the threshold speed (ST). The Sun gear (410) is adapted to be held in one of a locked position in which the brake liners (412) are engaged with the sun gear (410) and an unlocked position in which the brake liners (412) are disengaged from the sun gear (410). [0067] The first output member (Po) is mounted onto the sleeve (420). The second output member (Pv) is freely mounted onto the sleeve (420) and is rotatably connected to the ring gear (409). In an embodiment, each first output member (Po) and the second output member (Pv) is at least a pulley. The first output shaft (Po) is adapted to drive front-end accessories of the engine, where the front-end accessories includes an AC compressor (Al), an alternator (A2) and a water pump (A3). The second output shaft (Pv) is adapted to drive a supercharger (10S). The first output member (Po) is configured to rotate at the speed of the rotational speed of the input rotating member (401) in the complete range of operating speeds of the input rotating member (401). The first output member (Po) and the second output member (Pv) are adapted to rotate at a speed equal to the rotational speed of the input rotating member (401), when the rotational speed of the input rotating member (401) exceeds the threshold speed (ST). The first output member (Po) is adapted to rotate at a speed equal to the rotational speed of the input rotational member (401), and the second output member (Pv) is adapted to rotate at a speed higher than the rotational speed of the input rotating member (401), when the rotational speed of the input rotating member (401) falls below the threshold speed (ST). In an embodiment, the threshold speed (ST) is a predetermined rotational speed of the input rotating member (401), below which the brake liners (412) are engaged with the sun gear (410), and beyond which the brake liners (412) are disengaged from the sun gear (410).

[0068] The controller unit (301) is configured to operate the electrical machine (419) as one of the motor and the generator. The electrical machine (419) is adapted to acts as the motor to drive the input rotating member (401) during at least one of starting of engine, the speed of said input rotating member (401) is below the threshold speed (ST), depressing of an accelerator pedal, shifting of gears, and positioning the input rotating member (401) at required position during stopping of engine. The electrical machine (419) is adapted to acts as the generator which generates electric current for charging the rechargeable power source (306) and the capacitor (304) through the high voltage bus (VH) during at least one of the speed of the input rotating member (401) exceeds said threshold speed (ST), stopping of engine and failure condition of alternator (A2). The speed of the input rotating member (401) falling below the threshold speed (ST) corresponds to idling speed of engine and low speed of engine. The speed of the input rotating member (401) exceeding the threshold speed (ST) corresponds to higher speed of engine. The controller unit (301) is adapted to vary electric power supply to the electrical machine (419) which in turn imparts regulated power output at the input rotating member (401). [0069] The working of the device (400) for multi electro-mechanical outputs with differentiated multi-speed is as follows: When the engine in either the supercharged or the twin-charged vehicle is ignited, the electric machine (419) is selected to operate as the motor and hence the second rotating member (417) by its independent source of energy drives and boosts a torque to the input rotating member (401), to enable the input rotating member (401) to negate the resistance of idling inertia (reflected torque). When the input rotating member (401) of the engine is rotating at idling speed to low speeds of up to for example, 1300rpm, the disengaging member (405) is retained in a radially inwards position by the first resilient member (406) as shown in Fig.10. At these speeds the centrifugal force acting on disengaging member (405) is less than the tensile force of the first resilient members (406) acting radially inwards and hence disengaging member (405) are free and do not radially contact the brake drum (411). At these lower engine speeds, the input rotating member (401) rotates at the engine speed and drives both the first rotating member (404) and the planet carrier (407) at the same speed as that of the input rotating member (401). At these speeds, the sun gear (410) is held in locked position by the radial braking force applied by the brake liner (412) on the sun gear (410).

[0070] As known by the principle of planetary gearing, if the gear arrangement is such that the input rotation is given to the planets carrier (407), the sun gear (410) is locked/fixed and rotational movement disabled, and the output is taken from the ring gear

(409), then the output speed of the ring gear (409) is higher with respect to the input speed. This is governed by a formula: (Zs + ZR) / (ZR) where Zs denotes number of teeth in sun gear

(410) and Z _R denotes number of teeth in ring gear (409).

[0071] Hence in the embodiment herein, the speed of the ring gear (409) is increased by the ratio l/((Zs + ZR) / (ZR)) with respect to speed of the planet carrier (407) which is also the speed of input rotating member (401). Therefore the speed of the second output member (Pv) which is connected to the ring gear (409) is increased with respect to the speed of the input rotating member (401). Further, since the planet carrier (407) is connected to the input rotating member (401) through sleeve (420), it rotates at the same speed as that of the input rotating member (401). The first output member (Po) which in-turn is connected to sleeve (420) also rotates at the same speed of the input rotating member (401). Thus as seen above, one input from the input rotating member (401) is capable of delivering two independent outputs through two output members (Po) and (Pv) which rotate simultaneously and independently at two different speeds, i.e. the first output member (Po) rotates at speed equal to speed of the input rotating member (401) and the second output member (Pv) rotates at an increased speed with respect to the speed of the input rotating member (401).

[0072] Further, when the input rotating member (401) of the engine is rotating at high speeds. (For example greater than 1300 rpm, the centrifugal forces acting on the disengaging members (405) increase and at some point exceed the combined force of tensile force of the first resilient members (406) and compression force of the second resilient members (413), and the disengaging members (405) moves radially outward not only to contact the brake drum (411) but also move the brake drum (411) outward i.e towards the stationary housing (402b). Since the brake drums (411) which are split segments positioned diametrically opposite and stationary while the first rotating member (404) along with disengaging members (405) and the first resilient members (406) are rotating, a mechanism of rolling/sliding is introduced between contact inner surface of brake drum (411) and an outer surface of disengaging members (405). This action moves the brake liner (412) outwards towards the stationary housing (402) to disengage the brake liners (412) from the sun gear (410) and thereby releasing a holding force on the sun gear (410). This action releases the sun gear (410) for free rotation due to rotation of meshing of the planet gears (408) about their axes and also the rotation of the planet gear carrier (407) about its axis with input speed of the input rotating member (401). Thus with sun gear (410) released for free rotation, all the three gears namely ring gear (409), planet gears (408) and the sun gear (410) are free to rotate. With such a condition in the planetary gearing, the output speed of the ring gear (409) is equal to speed of the planet gear carrier (407) which is also driven at the speed of the input rotating member (401). The planet gear carrier (407) being directly connected to input rotating member (401), always rotates at the engine speed, and in turn rotates the connected the first output member (Po), the speed of the first output member (Po) is unaffected by the change in speed of ring gear (409) or change in the speed of second output member (Pv) which is directly connected to the ring gear (409). Further, as the engine speed increases post idling and higher power is generated and higher torque is available at the input rotating member (401) which is capable of driving a supercharging drivetrain. The rotation of the second rotating member (417) at higher speeds may be advantageously utilized, with help of an electronic signal from the controller (301) to operate the electric machine as the generator for regeneration. The regeneration process by the generator includes charging the rechargeable power source (306) and the capacitor (304) through the high voltage bus (VH). The charge from the rechargeable power source (306) and the capacitor (304) are utilized for driving second rotating member (417) during engine starting or idling or whenever it is required to operate as a motor during the entire operating cycle of the engine. They are further utilized for driving other vehicular components.

[0073] Fig. 17 depicts an arrangement of a supercharging system in an automobile IC engine, according to embodiments as disclosed herein. In an embodiment, the controller unit (301) is connected to the electric machine (116, 419, 220) and to a voltage booster (305) which is a DC-to-DC converter, wherein both being on High voltage bus VH. In an embodiment, the potential of High voltage bus VH is 600V. The voltage booster (305) is connected to the rechargeable power source (306) which includes a battery and a capacitor (304), where the capacitor (304) is connected to the battery through a low voltage bus VL. In an embodiment, VL is usually a 12V or 24V. An Electronic Control Unit - ECU (303) which runs on a pre-programmed software, is configured to receive desired torque/speed signals and inputs (302) from various sensors disposed at various locations of the vehicle which are indicative of a desired torque/speed to be exerted by the electric machine (116, 419, 220) and transmit signals to the controller (301) and the voltage booster (305) for enabling and operating the electric machine (116, 419, 220) in device (100, 200, 400) to operate as the motor or the generator. For example, when the engine is about to start, the ECU (303) transmits a signal for the electric machine (116, 419, 220) to act as the motor and simultaneously transmit a signal to the voltage booster (305) to supply energy from the capacitor(304) or the battery (306), similarly when the ECU (303) receives an input signal of a desired higher torque for the vehicle to move, while the supercharger(lOS) is yet to boost and deliver air mass to the intake of the engine to generate higher power, the supercharger (10S) and its drivetrain from the crankshaft including the functioning of planetary gear train (107T, 407T, 207T) and the second output member (Pv) would demand/consume power/torque generated by the non-boosted engine, which would add to the degraded drivability. To avoid such an additional loading, a signal is transmitted from the controller unit (301) to the electric machine (116, 419, 220) to operate as the motor with appropriate torque, thereby besides nullifying the additional power demand of the device, delivers additional needed torque as a torque as sister to the crankshaft to enable a smoother acceleration and drivability. Further, when the vehicle is in cruise mode, i.e. when the engine is in a steady state condition, the ECU (303) receives a signal of negative demand of torque, whereby a signal is transmitted to the electric machine (116, 419, 220) to operate as the generator and also to the voltage booster (305) to recharge the capacitor (304) and the battery (306) if discharged. This phenomenon is adapted in overall driving conditions from start to stop delivering varying magnitudes of torque corresponding to the demands such as low, medium and high levels of acceleration and deceleration to avoid stalling, lurching and NVH problems, smooth switchover between boosting systems in a compound-charging system, and also ensuring enhanced fuel economy. As the combination of high voltages 48V and low voltage 12V are used, the efficacy of such an integrated approach improves on multiple levels whereby greater amounts of regenerative energy is gathered by the high-powered generator.

[0074] Fig. 18 depicts an arrangement of two independent outputs, one driving the existing accessories, and the other driving a supercharger input pulley, according to embodiments as disclosed herein. In an embodiment, the first output member (Po) is adapted to drive other accessories / sub-systems of the engine such as AC compressor (Al), Alternator (A2), Water pump (A3) etc of the vehicle which needs to be driven at different speeds/ratio than the speed/ratio required for operating supercharging unit. In addition of a supercharging unit (10S) which is also driven by the crankshaft (101) by the second output member Pv placed on the same axis of the crankshaft (101) and running at a different speed.

[0075] Fig. 19 depicts a flowchart indicating a method (500) for multi electro mechanical outputs with differentiated multi-speed, according to an embodiment as disclosed herein. For the purpose of this description and ease of understanding, the method (500) is explained herein below with reference to providing multi electro-mechanical outputs with differentiated multi-speed for use in a forced air induction engine. However, it is also within the scope of this invention to practice/implement the entire steps of the method (500) in a same manner or in a different manner or with omission of at least one step to the method (500) or with any addition of at least one step to the method (500) of providing multi electro mechanical outputs with differentiated multi-speed for any other vehicles or industrial machines without otherwise deterring the intended function of the method (500) as can be deduced from the description and corresponding drawings. The method (500) includes driving, by an input rotating member (101), a first rotating member (104), and a planet gear carrier (107) on operating the engine (at step 502). At step (504), the method (500) includes, operating, by a controller unit (301), an electrical machine (116) as a motor in which the electrical machine (116) drives the input rotating member (101) during starting of engine, and a speed of the input rotating member (101) is below a threshold speed (ST). At step (506), the method (500) includes, disengaging a plurality of brake liners (112) from a ring gear (109) thereby unlocking the ring gear (109) in response to moving each disengaging member (105) in a direction towards corresponding brake drum (111) thereby moving the brake drums (111) in a direction towards a stationary housing (102), when a centrifugal force acting on each disengaging member (105) exceeds a tensile force of corresponding first resilient member (106), on rotational speed of the input rotating member (101) exceeding the threshold speed (ST). Further, the method (500) includes rotating, a first output member (Po) and a second output member (Pv) at a speed equal to a rotational speed of said input rotating member (101), when said rotational speed of said input rotating member (101) exceeds said threshold speed (ST) (at step 508). At step (510), the method (500) includes, operating, by the controller unit (301), an electrical machine (116) as a generator in which the electrical machine (116) generates electric current for charging a rechargeable power source (306) and a capacitor (304) through a high voltage bus (VH) when the speed of the input rotating member (101) exceeds the threshold speed (ST). Further, the method (500) includes, engaging, the plurality of brake liners (112) with the ring gear (109) thereby locking the ring gear (109) in response to moving each disengaging member (105) away from corresponding brake drum (111) in a direction towards first rotating member (104), when the centrifugal force acting on each disengaging member (105) is lower than tensile force of corresponding first resilient member (106), on rotational speed of the input rotating member (101) is below the threshold speed (ST). Furthermore, the method (500) includes rotating, said first output member (Po) at a speed equal to said rotational speed of said input rotating member (101), and rotating said second output member (Pv) at a speed higher than said rotational speed of said input rotating member (101), when the rotational speed of said input rotating member (101) is below the threshold speed (ST). Further, the method (500) includes, varying, by the controller unit (301), electric power supply to the electrical machine (116) which in turn imparts regulated power output at the input rotating member (102). The method step of operating, by the controller unit (301, the electrical machine (116) as a motor or as a generator to control the torque transmitted to or from the crankshaft further includes controlling a rate of change of the - torque transmitted from the crankshaft, reducing the rate of change of the torque transmitted from the crankshaft and controlling the torque such that the rate of change thereof does not exceed one or more limits. The controller (301) operates the electric machine as the motor in response to each input being indicative of a small, a medium, or a large positive rate of change of the desired power output and operates the electric machine as the generator to recharge the power source (306), in response to input being a small positive rate of change in desired power output. The controller (301) may further operate the electric machine as the motor to reduce a rate of change of reflected torque. The method (500) may additionally include operating the electric machine as the generator to provide regenerative braking in response to any input being indicative of the brakes being applied. Further, the method (500) also include operating the electric machine as the motor to control the speed of the engine during a gear change such that engine speed matches the required for the present vehicle speed in the new gear position. The method (500) may also include operating the electric machine as the motor to assist the engine when accelerator is depressed during gear change, or in neutral, or when clutch is disengaged. Furthermore, the method (500) may also include operating the electric machine as the motor when the engine is idling so as to cause engine to operate with more constant speed thereby reducing cyclic variations in the engine speed which are typically the cause of NVH problems. The method (500) may also include operating the electric machine as the motor to crank the engine during starting of the engine whereby reducing the load on the starter motor. The method (500) may also include operating the electric machine (116) as a generator first to charge the rechargeable power source (306) and the capacitor (305), and as the motor later during the process of stopping the engine to position the crankshaft (101) of the engine in or adjacent to a predetermined or known position to enable quick and /or efficient subsequent starting of the engine. Further, the method (500) includes, driving, by the first output member (Po), front-end accessories of the engine, where the front-end accessories includes an AC compressor (Al), an alternator (A2) and a water pump (A3). Furthermore, the method (500) includes, driving, by the second output member (Po), a supercharger (10S) of the engine. The electrical machine is connected to a voltage bus that is arranged for conveying electrical energy to the electrical machine operating as a motor or generator. The voltage bus may also be connected to the rechargeable power source (306) of electrical energy such that net electrical energy generated by the electrical machine can be sourced thereby and net electrical energy required by the electrical machine can be supplied thereby. The rechargeable power source may include a rechargeable battery. The method (500) may include discharging the capacitor to supply at least part of the electrical energy needed by the electrical machine to crank the engine during starting or such condition when a torque assistance is needed. The voltage booster (305) may be a high voltage bus for example 48V, or 60V and may be connected to a low voltage bus usually a 12V or 24V by a voltage booster which is a DC-to- DC converter. The rechargeable battery is preferably connected to the low voltage bus. Further the controller (301) includes a processor programmed and operable to carry out the steps of the method. The controller (301) preferably includes at least part of an Electronic Control Unit ECU. Further, the electric machine also acts as a standby alternator to recharge a main battery in the event of failure of the alternator which is controlled by the Electronic Control Unit ECU. [0076] Fig. 15 depicts a cross-sectional view of a device (200) for multi electro mechanical outputs with differentiated multi- speed in which a ring gear (209) is in a locked position by actuating a linear actuator (216), as shown in fig. 16, according to another embodiment as disclosed herein. In an alternate embodiment, the device (200) includes an input rotating member (201), a stationary housing (202), a planetary gear train (207T) (not shown), a planet gear carrier (207), a plurality of planet gears (208), a ring gear (209), a sun gear (210), a plurality of brake drums (211), a plurality of brake liners (212), a plurality of linear actuators (216), a linearly movable member (not shown), at least one speed sensor (218), a controller (301), a second rotating member (221), a stator (222), a first output member (Po), and a second output member (Pv).

[0077] In an embodiment, the input rotating member (201) is a crankshaft. The stationary housing (202) is freely mounted onto the input rotating member (201). The stationary housing (202) is configured to enclose the entire components of the device (200). The second rotating member (221) and the stator (222) are collectively called as electrical machine (220). The second rotating member (221) is mounted on the input rotating member (201). The second rotating member (221) is configured to rotate in same speed of the input rotating member (201). The stator (222) is fixedly mounted in the housing (202) and is provided in a spaced relation with respect to the second rotating member (221). The plurality of linear actuators (216) are disposed within the housing (202) such that the linearly movable member of each linear actuator (216) is connected to corresponding brake drum (211) and another corresponding end of each the linear actuator (216) is connected to the housing (202). The plurality of linear actuators (216) are adapted to move the brake liners (212) via the brake drums (211) with respect to the ring gear (209) thereby one of locking and unlocking the ring gear (209) with respect to the brake drums (211). In an embodiment, the plurality of linear actuators (216) is selected from a group consisting of electromagnetic linear actuator, pneumatic linear actuator, and hydraulic linear actuator.

[0078] The speed sensor (218) is configured to detect rotational speed of the input rotating member (201). The speed sensor (218) is configured to generate at least one signal corresponding to the speed of the rotational speed of the input rotating member (201) and transfer the generated signal to the controller (301). The controller (301) is configured to receive the input signal from the speed sensor (218) and generate at least one output to control actuation of the plurality of linear actuators (216). The linear actuators (216) is adapted to move the brake drum (211) to one of engage or disengage the brake liners (212) with respect to the ring gear (209), based on the rotational speed of the input rotating member

(201).

[0079] The planetary gear train (207T) comprises the planet gear carrier (207), the plurality of planet gears (208), the ring gear (209), and the sun gear (210). The planet gear carrier (207) is mounted onto the input rotating member (201). The planet gear carrier (207) is adapted to rotate at a speed of the rotational speed of the input rotating member (201). Further, the plurality of planet gears (208) are rotatably connected to the planet gear carrier (207). The plurality of planet gears (208) meshes radially outwards with the ring gear (209) and radially inwards with the sun gear (210). The plurality of planet gears (208) facilitates in transferring motion of the planet gear carrier (207) to the sun gear (210). The sun gear (210) is freely mounted onto the input rotating member (201). The planet gear carrier (207) is connected to the first output member (Po) to rotate the first output member (Po) at the speed equal to the rotational speed of the input rotating member (201).

[0080] The plurality of brake drum (211) are disposed concentrically above the ring gear (209). Each brake drum (211) includes the brake liner (212) which is disposed towards an inner surface of the brake drum (211). The brake liner (212) is adapted to one of engage or disengage with respect to the ring gear (209) when the brake drum (211) is moved by the linear actuators (216). The linearly movable member (216F) of each linear actuator (216) is adapted to move corresponding brake drum (211) in a direction towards the ring gear (209) to engage corresponding the brake liner (212) with the ring gear (209) thereby locking the ring gear (209), when each linear actuator (216) receives the output signal from the controller (301) based on rotational speed of the input rotating member (201) being below a threshold speed (ST). The first output member (Po) is adapted to rotate at a speed equal to the rotational speed of the input rotational member (201), and the second output member (Pv) is adapted to rotate at a speed higher than said rotational speed of the input rotating member (201), when the rotational speed of the input rotating member (201) falls below the threshold speed (ST). The linearly movable member (216F) of each linear actuator (216) is adapted to move corresponding brake drum (211) away from the ring gear (209) in a direction towards the stationary housing (202) to disengage corresponding brake liner (212) from the ring gear (209) thereby unlocking the ring gear (209), when each linear actuator (216) receives the output signal from the controller unit (301) based on rotational speed of the input rotating member (101) exceeding the threshold speed (ST). The first output member (Po) and the second output member (Pv) are adapted to rotate at a speed equal to the rotational speed of the input rotating member (201), when the rotational speed of the input rotating member (201) exceeds the threshold speed (ST). The ring gear (209) is adapted to be held in one of a locked position in which the brake liners (212) are engaged with the ring gear (209) and an unlocked position in which the brake liners (212) are disengaged from the ring gear (209).

[0081] The first output member (Po) is rotatably connected to the planet gear carrier (207). The second output member (Pv) is rotatably connected to the sun gear (210). In an embodiment, each of the first output member (Po), and the second output member (Pv) is at least a pulley. The first output member (Po) is configured to rotate at the speed of the rotational speed of the input rotating member (201) in complete range of operating speeds of the input rotating member (201). In an embodiment, the threshold speed (ST) is a predetermined rotational speed of the input rotating member (201), below which said brake liners (212) are engaged with said ring gear (209), and beyond which said brake liners (212) are disengaged from said ring gear (209).

[0082] Fig. 20 depicts a flowchart indicating a method (600) for providing multi electro-mechanical outputs with differentiated multi-speed, according to another embodiment as disclosed herein. For the purpose of this description and ease of understanding, the method (600) is explained herein below with reference to providing multi electro-mechanical outputs with differentiated multi- speed for a forced air induction engine. However, it is also within the scope of this invention to practice/implement the entire steps of the method (600) in a same manner or in a different manner or with omission of at least one step to the method (600) or with any addition of at least one step to the method (600) of without otherwise deterring the intended function of the method (600) as can be deduced from the description and corresponding drawings. The method (600) includes driving, by an input rotating member (201), a planet gear train (207T) on operating the engine (at step 602). At step (604), the method (600) includes operating, by a controller unit (301), an electrical machine (220) as a motor in which the electrical machine (220) drives the input rotating member (201) during starting of engine, and a speed of the input rotating member (201) is below a threshold speed (ST). Further, the method (600) includes detecting and communicating, by a speed sensor (218), a rotational speed of said input rotating member (201) to a controller (301) (at step 606). At step (608), the method (600) includes, dis-engaging a plurality of brake liners (212) from a ring gear (209) thereby unlocking the ring gear (209) in response to moving by a linearly movable member (216F) of each linear actuator (216), corresponding brake drum (211) in a direction away from the ring gear (209), when each linear actuator (216) receives an output signal from the controller unit (301) based on rotational speed of the input rotating member (201) is exceeding a threshold speed (ST). Additionally, the method (600) includes rotating, a first output member (Po) and a second output member (Pv) at a speed equal to said rotational speed of said input rotating member (201), when said rotational speed of said input rotating member (201) exceeds said threshold speed (ST)(at step 10). At step (612), the method (600) includes, operating, by the controller unit (301), an electrical machine (220) as a generator in which the electrical machine (220) generates electric current for charging a rechargeable power source (306) and a capacitor (304) through a high voltage bus (VH) when the speed of the input rotating member (201) exceeds the threshold speed (ST). Further, the method (600) includes, engaging said plurality of brake liners (212) with the ring gear (209) thereby locking the ring gear (209) in response to moving by the linearly movable member (216F) of each linear actuator (216), by corresponding brake drum (211) towards the ring gear (209), when each linear actuator (216) receives another output signal from the controller unit (301) based on rotational speed of said input rotating member (201) falling below said threshold speed (ST). Furthermore, the method (600) includes, rotating, the first output member (Po) at a speed equal to the rotational speed of the input rotating member (201) and rotating the second output member (Pv) at a speed higher than the rotational speed of the input rotating member (201), when the rotational speed of the input rotating member (201) falls below the threshold speed (ST).Further, the method (600) includes, operating, by the controller unit (301), the electrical machine (220) as the motor in which the electrical machine (220) drives the input rotating member (201) during depressing of an accelerator pedal, shifting of gears, and positioning the input rotating member (201) at required position during stopping of engine. Additionally, the method (600) includes, operating, by the controller unit (301), the electrical machine (220) as the generator in which the electrical machine (220) generates electric current for charging the rechargeable power source (306) and the capacitor (304) through the high voltage bus (VH) during stopping of engine and failure condition of alternator (A2). Still, the method (600) includes, varying, by the controller unit (301), electric power supply to the electrical machine (220) which in turn imparts regulated power output at the input rotating member (201). Further, the method (600) includes, driving, by the first output member (Po), front-end accessories of the engine, where the front-end accessories includes an AC compressor (Al), an alternator (A2) and a water pump (A3). Furthermore, the method (600) includes, driving, by the second output member (Po), a supercharger (10S) of the engine.

[0083] Fig. 21 depicts a flowchart indicating a method (700) for providing multi electro-mechanical outputs with differentiated multi-speed, according to another embodiment as disclosed herein. For the purpose of this description and ease of understanding, the method (700) is explained herein below with reference to providing multi electro-mechanical outputs with differentiated multi-speed in engines for use in applications such as automotive. However, it is also within the scope of this invention to practice/implement the entire steps of the method (600) in a same manner or in a different manner or with omission of at least one step to the method (600) or with any addition of at least one step to the method (600) for providing multi electro-mechanical outputs with differentiated multi-speed in industrial machines or any other applications without otherwise deterring the intended function of the method (700) as can be deduced from the description and corresponding drawings.

[0084] At step (702), the method (700) includes driving, by an input rotating member (401) of the engine, a first rotating member (404) and a planet gear carrier (407) through a sleeve (422) which is concentrically mounted onto the input rotating member (401), on operating the engine.

[0085] At step (704), the method (700) includes, operating, by a controller unit (301), an electrical machine (419) as a motor in which the electrical machine (419) drives the input rotating member (401) during starting of engine, and a speed of the input rotating member

(401) is below a threshold speed (ST).

[0086] At step (706), the method (700) includes, disengaging a plurality of brake liners (412) from a sun gear (410) thereby unlocking the sun gear (410) in response to moving each disengaging member (405) in a direction towards corresponding brake drum (411) thereby moving the brake drums (411) in a direction towards a stationary housing

(402), when a centrifugal force acting on each disengaging member (405) exceeds a tensile force of corresponding first resilient member (406), on rotational speed of the input rotating member (401) exceeding the threshold speed (ST).

[0087] At step (708), the method (700) includes, rotating, a first output member (Po) and a second output member (Pv) at a speed equal to a rotational speed of the input rotating member (101), when the rotational speed of the input rotating member (401) exceeds the threshold speed (ST).

[0088] At step (708), the method (700) includes, operating, by the controller unit (301), an electrical machine (419) as a generator in which the electrical machine (419) generates electric current for charging a rechargeable power source (306) and a capacitor (304) through a high voltage bus (VH) when the speed of the input rotating member (401) exceeds the threshold speed (ST).

[0089] Further, the method (700) includes, operating, by the controller unit (301), the electrical machine (419) as the motor in which the electrical machine (419) drives the input rotating member (401) during depressing of an accelerator pedal, shifting of gears, and positioning the input rotating member (401) at required position during stopping of engine.

[0090] Further, the method (700) includes, operating, by the controller unit (301), the electrical machine (419) as the generator in which the electrical machine (419) generates electric current for charging the rechargeable power source (306) and the capacitor (304) through the high voltage bus (VH) during stopping of engine and failure condition of alternator (A2).

[0091] At step (710), the method (700) includes, engaging, the plurality of brake liners (412) with the sun gear (409) thereby locking the ring gear (409) in response to moving each disengaging member (405) away from corresponding brake drum (411) in a direction towards first rotating member (404), when the centrifugal force acting on each disengaging member (405) is lower than tensile force of corresponding first resilient member (406), on rotational speed of the input rotating member (401) is below the threshold speed (ST).

[0092] At step (710), the method (700) includes, rotating, the first output member (Po) at a speed equal to the rotational speed of the input rotating member (401), and rotating the second output member (Pv) at a speed higher than the rotational speed of the input rotating member (401), when the rotational speed of the input rotating member (401) is below the threshold speed (ST).

[0093] Further, the method (700) includes, varying, by the controller unit (301), electric power supply to the electrical machine (419) which in turn imparts regulated power output at the input rotating member (401). Furthermore, the method (700) includes, driving, by the first output member (Po), front-end accessories of the engine, where the front-end accessories includes an AC compressor (Al), an alternator (A2) and a water pump (A3). Further, the method (700) includes, driving, by the second output member (Po), a supercharger (10S) of the engine.

[0094] The technical advantages provided by the embodiments herein include multi output with single input, improved stop-start, pre-enhanced engine speed input to the Centrifugal Supercharger of an engine, automatic change in speed of the speed enhancer/reducer output at a predetermined engine speed, enhanced and greater effectiveness of centrifugal supercharging at lower engine speeds, and without any change in design of the accessories and sub-systems driven by the original crankshaft such as AC compressor (Al), Alternator (A2), Water pump (A3) etc. provided by Vehicle /Engine OEM, enhanced torque assistance for better drivability and including smart charging. [0095] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.