Claims:We claim:
1. An Automated Manual Transmission (AMT) device (100) for a vehicle, said AMT device (100) comprises:
an actuator (120) coupled with a clutch (102) and a gearbox (112), characterized in that,
a rotary drum (110) coupled to said actuator (120) and comprises at least two grooves (108, 118), said at least two grooves (108, 118) are designed and coupled with said clutch (102) and said gearbox (112) in a manner, that upon rotation by said actuator (120) said rotary drum (110) effects an operation of said clutch (102) and said gearbox (112).

2. The AMT device (100) as claimed in claim 1, wherein said at least two grooves (108, 118) comprises two grooves (108, 118), a first groove (108) and a second groove (118), said first groove (108) is designed to mate with a first guide (104), and said second groove (118) is designed to mate with a second guide (114), wherein said first guide (104) couples said first groove (108) with said clutch (102) and said second guide (114) couples said second groove (118) with said gearbox (112).

3. The AMT device (100) as claimed in claim 1, wherein said at least two grooves (108, 118) of said rotary drum (110) is designed in such a manner that on energization of said actuator (120), said clutch (102) is operated first followed by operation of said gearbox (112).

4. The AMT device (100) as claimed in claim 1, wherein said at least two grooves (108, 118) comprises a straight region and a bent region (202), wherein said straight region is parallel to sides of said rotary drum (110).

5. The AMT device (100) as claimed in claim 4, wherein a motion is imparted to any one of said clutch (102) and said gearbox (112) in said bent region (202).

6. The AMT device (100) as claimed in claim 1, comprises a controller (122) connected to said actuator (120), said controller (122) configured to
detect a shift intention of a driver based on at least one parameter;
energize said actuator (120) in a first direction for upshifting and a second direction for downshifting.

7. An apparatus for an Automated Manual Transmission (AMT) device (100) of a vehicle, said apparatus operatable by a single actuator (120) for operation of a clutch (102) and a gearbox (112), characterized in that,
said apparatus comprises a rotary drum (110) with at least two grooves (108, 118), said at least two grooves (108, 118) are designed to effect operation of said clutch (102) and said gearbox (112) upon rotation by said actuator (120).

8. The apparatus as claimed in claim 7, wherein said at least two grooves (108, 118) comprises a first groove (108) and a second groove (118), said first groove (108) is formed to mate with a first guide (104), and said second groove (118) is formed to mate with a second guide (114), wherein said first guide (104) couples said first groove (108) with said clutch (102) and said second guide (114) couples said second groove (118) with said gearbox (112), and wherein said first guide (104) and said second guide (114) moves along said first groove (108) and said second groove (118), respectively, to effect operation of said clutch (102) and said gearbox (112).

9. The apparatus as claimed in claim 7, wherein said at least two grooves (108, 118) comprises a straight region and a bent region (202), wherein said straight region is parallel to sides of said rotary drum (110).

10. The apparatus as claimed in claim 9, wherein a motion is imparted to any one of said clutch (102) and said gearbox (112) in said bent region (202).
, Description:Complete Specification:
The following specification describes and ascertains the nature of this invention and the manner in which it is to be performed:

Field of the invention:
[0001] The present invention relates to an Automated Manual Transmission (AMT) device for a vehicle and an apparatus for the same.

Background of the invention:
[0002] Multiple actuators are required to automate the clutch and gearshifts in a sequential transmission which increases cost of the system, number of pins required on ECU and adds to the complexity of algorithm. Further, added cost of system while implementing Automated Manual Transmission in two-wheelers due to use of two electronic actuators – one for gear shift and another for clutch control. Even when a single actuator is used to implement the same, the problem of actuator being constantly powered ON during clutch disengagement for long durations (example in traffic scenario) remains, which has detrimental effects on actuator life and vehicle battery health.

[0003] A patent literature 1540/DEL/2015 discloses a single motor operated clutch operating and gear shifting mechanism. The present invention relates to an automated manual transmission system for use in a vehicle comprising an engine generating a rotary power, a gear mechanism for transmitting the rotary power of the engine to a wheel, and a clutch assembly operable to separate the gear mechanism from the rotary power generated by the engine, said automated manual transmission system comprising a gear wheel, a clutch wheel acting as a source of motion for the gear wheel and a motor acting as a source of motion for the clutch wheel.

Brief description of the accompanying drawings:
[0004] An embodiment of the disclosure is described with reference to the following accompanying drawing,
[0005] Fig. 1 illustrates a block diagram of an Automated Manual Transmission (AMT) device for a vehicle, according to an embodiment of the present invention, and
[0006] Fig. 2 illustrates a design of the grooves in a rotary drum, according to an embodiment of the present invention.

Detailed description of the embodiments:
[0007] Fig. 1 illustrates a block diagram of an Automated Manual Transmission (AMT) device for a vehicle, according to an embodiment of the present invention. The device 100 (or system) comprises an actuator 120 coupled with a clutch 102 and a gearbox 112, characterized in that, the device 100 comprises a rotary drum 110 coupled to the actuator 120 and comprises at least two grooves 108, 118. The at least two grooves 108, 118 are designed/formed and coupled with the clutch 102 and the gearbox 112 in a manner, that upon rotation by the actuator 120 the rotary drum 110 effects an operation of the clutch 102 and the gearbox 112. The design of the at least two grooves 108, 118 shown in the rotary drum 110 is just for representation and must not be considered actuals. Further, the rotary drum 110 is coupled to the actuator 120 with suitable interfaces. The rotary drum 110 is different from a shift drum of a gearbox 112.

[0008] In accordance to an embodiment of the present invention, the at least two grooves 108, 118 comprises two grooves namely, a first groove 108 (or channel) and a second groove 118 (or channel). The first groove 108 is designed/formed to mate with a first guide 104, and the second groove 118 is designed/formed to mate with a second guide 114. A first pin 106 of the first guide 104 and a second pin 116 of the second guide 114 helps in establishing the engagement with the first groove 108 and the second groove 118 respectively. The first guide 104 couples the first groove 108 with the clutch 102 and the second guide 114 couples the second groove 118 with the gearbox 112. The coupling to the clutch 102 implies connection to a part/component of the clutch 102 such as a clutch arm or clutch input lever. Similarly, the coupling to the gearbox 112 implies a connection to a part/component of the gearbox 112 such a shift shaft or at least one intermediate link between a gear lever and the shift shaft.

[0009] Further, the at least two grooves 108, 118 of the rotary drum 110 is designed/formed in such a manner that on energization of the actuator 120, the clutch 102 is operated first followed by operation of the gearbox 112. Specifically, the clutch 102 is disengaged or brought to a touch point followed by moving the shift shaft of the gearbox 112 in a direction of the request, i.e. upshift or downshift. The touch point refers to a state where the plates of the clutch 102 are sliding over each other without any torque transmission.

[0010] In accordance to an embodiment of the present invention, the at least two grooves 108, 118 comprises a straight region and a bent region 202 shown in Fig. 2. The straight region is parallel to sides of the rotary drum 110 or is perpendicular to an axis of the rotary drum 110. The region between the bent region 202 is the straight region for respective grooves 108, 118. Further, a motion is imparted to any one of the clutch 102 and the gearbox 112 in the bent region 202, whereas no movement occurs when in the straight region. The rotation of the rotary drum 110 causes simultaneous traversing of the first guide 104 and the second guide 114 on the respective first groove 108 and the second groove 118. Further, whenever the bent region 202 is reached, then either of the first guide 104 and the second guide 114 starts following the respective groove 108, 118 and moves sideways on the rotary drum 110.

[0011] In accordance to an embodiment of the present invention, a controller 122 is connected to the actuator 120. The controller 122 is configured to detect a shift intention of a driver based on at least one parameter and energize the actuator 120 in a first direction for upshifting and a second direction for downshifting. The shift intention 124 is detected using at least one engine and vehicle parameters such as but not limited to, engine speed, vehicle speed, throttle input, a switch on the handlebar, a shift sensor and the like. The operation of the actuator 120 results in disengagement of the clutch 102 followed by shifting of the gear. Once the gear is shifted, the controller 122 brings the actuator 120 to default position. For example, the controller 122 receives input from an engine speed sensor 134 and a vehicle speed sensor 136 and based on the ratio decides the shift intention. The controller 122 is not limited to the above parameters and is allowed to use other parameters and combination thereof. Further, plurality of engine operating parameters are used by the controller 122, such as an Engine Control Unit (ECU) or a Transmission Control Unit (TCU) or combination thereof, to decide the engagement position and engagement/disengagement speed of the clutch 102 and gear shift (upshift and downshift). The desired positions of the clutch 102 and the gear 112 are achieved through motion of the actuator 120 caused by power electronics receiving signals from the controller 122.

[0012] The controller 122 comprises memory element such as Random Access Memory (RAM) and/or Read Only Memory (ROM), Analog-to-Digital Converter (ADC) and vice-versa Digital-to-Analog Convertor (DAC), clocks, timers and at least one processor (capable of implementing machine learning) connected with the each other and to other components through communication bus channels. The memory element is pre-stored with logics or instructions or programs or applications and/or threshold values, which is/are accessed by the at least one processor as per the defined routines. The internal components of the controller 122 are not explained for being state of the art, and the same must not be understood in a limiting manner. The controller 122 may also comprise communication units to communicate with a server or cloud through wireless or wired means such as Global System for Mobile Communications (GSM), 3G, 4G, 5G, Wi-Fi, Bluetooth, Ethernet, serial networks, and the like. In an embodiment, the controller 122 is the Engine Control Unit (ECU) of the vehicle.

[0013] In accordance to an embodiment of the present invention, an apparatus for the Automated Manual Transmission (AMT) device 100 of the vehicle is provided. The apparatus is operatable by the single actuator 120 for operation of the clutch 102 and the gearbox 112, characterized in that, the apparatus comprises the rotary drum 110 with at least two grooves 108, 118. The at least two grooves 108, 118 are designed to effect operation of the clutch 102 and the gearbox 112 upon rotation by the actuator 120.

[0014] The at least two grooves 108, 118 comprises the first groove 108 and the second groove 118. The first groove 108 is designed/formed to mate with the first guide 104 through the first pin 106, and the second groove 118 is designed/formed to mate with the second guide 114 through the second pin 116. The first guide 104 couples the first groove 108 with the clutch 102 and the second guide 114 couples the second groove 118 with the gearbox 112. The first guide 104 and the second guide 114 moves along the respective first groove 108 and the second groove 118, respectively, to effect operation of the clutch 102 and the gearbox 112.

[0015] In accordance to an embodiment of the present invention, the at least two grooves 108, 118 of the apparatus comprises the straight region and the bent region 202. The straight region is parallel to sides of the rotary drum 110 or is perpendicular to an axis of the rotary drum 110. Further, the motion is imparted to any one of the clutch 102 and the gearbox 112 in the bent region 202, and no motion is imparted when in straight region.

[0016] In accordance to the present invention, the AMT device 100 is implementable in a vehicle selected from a group comprising a two-wheeler such as a geared motorcycle, a three-wheeler, a four-wheeler, and the like. More specifically, those vehicle which comprises the manual clutch mechanism and manual gear shift mechanism. The vehicle comprises mechanical friction clutch 102 and sequential gearbox, and other optional parts such as an Engine Control Unit (ECU), separate transmission control unit, power electronics, engine performance measurement sensors, electronic actuator 120 with position feedback, etc.

[0017] Fig. 2 illustrates a design of the grooves in a rotary drum, according to an embodiment of the present invention. The rotary drum 110 is axially cut from an outer/curved surface and is shown in an unfolded view for simplicity of explanation. A position P1 is shown at two ends indicating the same points when the rotary drum 110 is in shape. Apart from position P1, there are three more positions which are P2, P3 and P4. The symbol C represents first groove 108 for controlling operation of the clutch 102. The symbol G represents the second groove 118 for controlling operation of the gearbox 112. The significance of first groove 108 and the second groove 118 and working of the rotary drum 110 is explained below.

[0018] In accordance to the present invention, the AMT device 100 uses the electronic actuator 120 and a mechanical design of the rotary drum 110 with two grooves 108, 118 formed on it. The electronic actuator 120 is directly coupled to the rotary drum 110 in a way that rotating motion of the actuator 120 causes rotation of the rotary drum 110. The first groove 108 is used to connect and control the clutch 102 through the first guide 104 and the second groove 118 is used to control and connect with the gearbox 112 through the second guide 114. The first groove 108 and the second groove 118 on the rotary drum 110 are mechanically attached/mated to the clutch 102 and the gearbox 112 in such a way that when the rotary drum 110 rotates, the clutch 102 is pulled and disengaged and during this phase of the rotation of the rotary drum 110, the gearbox 112 stays stationary, i.e. no shifts or movements. Further rotating the rotary drum 110 stops motion of the clutch 102 and keeps the clutch 102 in fully disengaged position while the shift shaft of the gearbox 112 is pulled/rotated causing an upshift or downshift based on the direction of rotation of rotary drum 110. The rotary drum 110 then rotates in the opposite direction to complete the shift and further rotating the rotary drum 110 stops any motion of the gearbox 112 but releases/engages the clutch 102.

[0019] The positions P1, P2, P3 and P4 are the positions reached when the actuator 120 rotates and pulls the clutch 102 or the shift shaft of the gearbox 112. The position P1 is the rest position of actuator 120. At the position P1, the clutch 102 is completely engaged, and gearbox 112 is in rest. The position P2 is the position where clutch 102 is completely disengaged, and the shift shaft of the gearbox 112 is still not moving. The position P3 is the position where the clutch 102 is completely disengaged, and the gearbox 112 has been operated for an upshift or downshift. The position P4 is the position where the clutch 102 is completely disengaged, and the gearbox 112 has been operated for a downshift or upshift. The position P3 comprises mechanical stops for the second guide 114. The second guide 114 has two paths to at reach P3, one from the position P2 to P3 and other is from position P4 to P3.

[0020] In accordance to an embodiment of the present invention, the working of the AMT device 100 is described in three scenarios. A first scenario comprises disengagement of the clutch 102 based on predicted upshift/downshift but with or without confirmed shift signal from the controller 122. The actuator 120 rotates the rotary drum 110 and causes the clutch 102 to be pulled/disengaged by moving the first guide 104 (and any intermediate linkages connected to the clutch 102) in the first groove ‘C’ 108 from position P1 to P2 for upshift and P1 to P4 for downshift. This movement also moves the second guide 114 (and any intermediate linkages coupled to the shift shaft of the gearbox 112) in the second groove ‘G’ 118 from position P1 to P2 for upshift and position P1 to P4 but without any operation of the gearbox 112. Since the second groove 118 did not change its circumferential distance from the edge or the second guide 114 moved in the straight region of the second groove 118, there is no motion of the second guide 114. Once the position P2 for upshift and the position P4 for downshift is achieved, the power supply to the actuator 120 is blocked by the controller 122. Further, by virtue of design of the rotary drum 110, the internal spring force of the clutch 102 cannot cause a rotation of the rotary drum 110 and hence the clutch 102 stays disengaged in a self-locking state.

[0021] A second scenario is for a condition when a gear upshift is requested. The actuator 120 moves from the position P1 to P2 causing the disengagement of the clutch 102 and no movement to gearbox 112 as described in the first scenario. Once the position P2 is reached, the actuator 120 further moves to position P3 which does not cause any further motion to the clutch 102 but moves the second guide 114 causing the upshift. There is no movement in clutch 102 but a movement exists in the gearbox 112 because the first guide 104 now moves in the straight region, and the second guide 114 now moves in the bent region 202. The actuator 120 now moves in reverse direction from P3 and reaches the position P2 completing the upshift, followed by moving back to P1 based on inputs from the controller 122.

[0022] A third scenario is for condition when a gear downshift is requested. The actuator 120 moves from the position P1 to P4 causing the disengagement of the clutch 102 but causes no motion of the second guide 114 and thus no motion in the gearbox 112, similar to the first scenario. Once the position P4 is achieved, the actuator 120 further moves to the position P3 which does not cause any further motion to the clutch 102 but moves the second guide 114 causing downshifting of the gear. There is no movement in clutch 102 but a movement exists in the gearbox 112 because the first guide 104 now moves in the straight region, and the second guide 114 now moves in the bent region 202. The actuator 120 now moves in reverse direction from the position P3 and reaches the position P4 completing the downshift followed by moving back to the position P1 based on inputs from the controller 122.

[0023] In accordance to an embodiment of the present invention, the AMT device 100 is redundant to already existing manual means for operating the clutch 102 and the gearbox 112. In other words, the rider/driver has an option to activate the AMT device 100 or the continue using the manual means.

[0024] In accordance to the present invention, the single actuator 120 based AMT device 100 is provided for sequential manual transmission with self-locking mechanism of clutch 102. The core benefit of the present invention comes from the design of the grooves 108, 118 on the rotary drum 110 which is able to independently move or stop the movement in the clutch 102 and the gearbox 112. When either of the first guide 104 and the second guide 114 are in the region where groove’s circumferential distance from any of the edges remain constant, the rotary drum 110 restricts any motion of the clutch 102 and the gearbox 112 and to do so, the rotary drum 110 does not have to be provided any power supply which increases both the life of the actuator 120 and battery life. Another advantage of actuator 120 not drawing constant current from the battery is that it does not affect the fuel efficiency of the vehicle. Further, apart from the benefit to the life of the battery and the actuator 120, the rotary drum 110 utilizes at least one less actuator 120 compared to existing AMT solutions thus reducing overall cost of the device 100.

[0025] It should be understood that embodiments explained in the description above are only illustrative and do not limit the scope of this invention. Many such embodiments and other modifications and changes in the embodiment explained in the description are envisaged. The scope of the invention is only limited by the scope of the claims.