Claims:We claim:
1. An Automated Manual Transmission (AMT) system (100) for a vehicle, said system (100) arranged to operate a clutch mechanism and a gear shift mechanism with a single actuator (120), said system (100) comprises:
said actuator (120) with a movable arm (118);
a first gear cable (102) connecting said gear shift mechanism to said movable arm (118), and
a first clutch cable (124) connecting said clutch mechanism to said movable arm (118);
a second gear cable (108) connecting said gear shift mechanism to said movable arm (118), said first gear cable (102) and said second gear cable (108) are connected to said gear shift mechanism from opposite direction in order to provide upshift and downshift movements, respectively, characterized in that
a second clutch cable (110) connecting said clutch assembly to said movable arm (118), said first gear cable (102) and said first clutch cable (124) form a first set of cables and are connected to a first side of said movable arm (118), and said second gear cable (108) and said second clutch cable (110) form a second set of cables and are connected to a second side of said movable arm (118) which is opposite to said first side, wherein a movement of said movable arm (118) in a first direction provides upshift and a movement of said movable arm (118) in a second direction, opposite to said first direction) provides downshift.

2. The system (100) as claimed in claim 1, wherein said first gear cable (102) and said second gear cable (108) are provided with a slack (130), wherein said slack (130) is any one of fixed and adjustable.

3. The system (100) as claimed in claim 2, wherein said slack (130) is present in any one position selected from a group comprising near said actuator (120), and near a shift shaft (106) of said gear shift mechanism.

4. The system (100) as claimed in claim 2, wherein said slack (130) is provided between a first sheath (128) of said first gear cable 102 and a first pair of mechanical stoppers (126) and between a second sheath (104) of said second gear cable 108 and a second pair of mechanical stoppers (132).

5. The system (100) as claimed in claim 4, wherein said mechanical stoppers (126, 132) are any one of integral to a chassis of said vehicle and removably mounted to said vehicle, and wherein said mechanical stoppers (126, 132) are selected from a plate and a bracket having a through hole to allow passage of said first gear cable (102) and said second gear cable (108) but not said respective sheaths.

6. The system (100) as claimed in claim 2, wherein said slack (130) which is adjustable is provided through a slack assembly (210), said slack assembly (210) comprises a first member (204) and a second member (206) connected to said gear shift mechanism from opposite direction, said first member (204) connects said first gear cable (102) to said first side of said gear shift mechanism, and said second member (206) connects said second gear cable (108) to said second side of said gear shift mechanism, wherein an end of each of said first gear cable (102) and said second gear cable (108) are latched to said first member (204) and said second member (206) respectively, through a nipple with a slack (130), and wherein said first member (204) and said second member (206) comprises multiple mounting holes to adjust slackness.

7. The system (100) as claimed in claim 1, wherein said movable arm (118) is movable in any one of a rotary manner, a reciprocating manner, or a sliding manner, to cause pull and release in said first direction and said second direction.

8. The system (100) as claimed in claim 1, wherein said movable arm (118) is any one of a primary member of said actuator (120), a secondary member of said actuator (120) and a tertiary member of said actuator (120), wherein said primary member corresponds to a rotor shaft of said actuator (120), said secondary member corresponds to a parallel shaft coupled to said primary member through gear arrangement, and said tertiary member corresponds to an arm coupled to an end of any one of said primary member and said secondary member.

9. The system (100) as claimed in claim 1 is redundant to already existing manual means for operating said clutch mechanism and gear shift mechanism.

10. The system (100) as claimed in claim 1, comprises a controller (140) in electronic communication with said actuator (120) and configured to,
detect shift intention based on engine and vehicle parameters, and
operate said actuator (120) in a first direction for upshift and opposite to said first direction for downshift.
, 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) system for a vehicle.

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.

[0003] A patent literature 1540/DEL/2015 discloses a single motor operated clutch operating and gear shifting mechanism. The prior art 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) of a vehicle, according to an embodiment of the present invention;
[0006] Fig. 2 illustrates the AMT system with an adjustable slack, according to an embodiment of the present invention;
[0007] Fig. 3 illustrates the AMT system with connections to an actuator, according to an embodiment of the present invention, and
[0008] Fig. 4 illustrates the actuator for the AMT system, according to an embodiment of the present invention.

Detailed description of the embodiments:
[0009] Fig. 1 illustrates a block diagram of an Automated Manual Transmission (AMT) of a vehicle, according to an embodiment of the present invention. The system 100 is arranged to operate a clutch mechanism and a gear shift mechanism with a single actuator 120. The clutch mechanism corresponds to clutch device/assembly which when operated by a clutch pedal/lever, engages, or disengages the clutch discs, which in turn controls the availability of motive power from an engine to a drive train. The gear shift mechanism corresponds to a gearbox or a transmission box of the vehicle which when operated by a shift pedal/lever, changes the gear position for the transmission of the motive power of the engine to a wheel of the vehicle. The system 100 comprises the actuator 120 with a movable arm 118. A first gear cable 102 connects the gear shift mechanism to the movable arm 118, and a first clutch cable 124 connects the clutch mechanism to the movable arm 118. A second gear cable 108 connects the gear shift mechanism to the movable arm 118. The first gear cable 102 and the second gear cable 108 are connected/coupled to the gear shift assembly from opposite direction in order to provide upshift and downshift movements, respectively, characterized in that, a second clutch cable 110 connects the clutch mechanism to the movable arm 118. The first gear cable 102 and the first clutch cable 124 form a first set of cables and are connected to a first side of the movable arm 118. The second gear cable 108 and the second clutch cable 110 form a second set of cables and are connected to a second side of the movable arm 118 which is opposite to the first side. A movement of the movable arm 118 in a first direction (pulling of the first set of cables) provides upshift and a movement of the movable arm 118 in a second direction (pulling of the second set of cables) provides downshift. The movement in either direction first disengages the clutch or brings the clutch to a touch point and only then upshifts/downshifts the gear.

[0010] In accordance to an embodiment of the present invention, the first gear cable 102 and the second gear cable 108 are provided with a gap or clearance hereinafter to be referred to as a slack 130, which is either fixed or adjustable. In comparison, the first clutch cable 124 and the second clutch cable 110 are provided without any slack 130. In the present invention, the slack 130 corresponds to an intentional cable backlash or free play or lost motion for imparting predetermined pull force after a delay. The slack 130 is present in any one position selected from a group comprising near the actuator 120, and near a shift shaft 106 of the gear shift mechanism. The shift shaft 106 is input to the gear shift mechanism.

[0011] In accordance to an embodiment of the present invention, the slack 130 is provided between a first sheath 128 of the first gear cable 102 and a first pair of mechanical stoppers 126 and between a second sheath 104 of the second gear cable 108 and a second pair of mechanical stoppers 132. The first clutch cable 124 and the second clutch cable 110 may or may not be provided with respective sheaths 122, 114. However, if there is a use of the sheaths 122, 114 over the first clutch cable 124 and the second clutch cable 110, then there is no slack 130 between respective mechanical stoppers 116. Only one mechanical stopper 116 is shown for the second clutch cable 110, however the other end also comprises mechanical stopper but is not referenced. Similarly, the mechanical stopper exists for the first clutch cable 124 as well, however not referenced.

[0012] The first pair of mechanical stoppers 126 and the second pair of mechanical stoppers 132 are any one of integral to a chassis of the vehicle and removably mounted to the vehicle. The mechanical stoppers 126, 132, 116 are selected from a plate and a bracket having a through hole to allow passage of the first gear cable 102 and the second gear cable 108 but not the respective sheaths 128, 104. The mechanical stoppers 126, 132, 116 are shown in free space in Fig. 1 through Fig. 3 for simplicity, and the same must not be understood in limiting manner.

[0013] In accordance to an embodiment of the present invention, a controller 140 is provided for operating the actuator 120. The controller 140 adapted to determine trigger condition and accordingly operates the actuator 120 in either of the first direction and the second direction for upshift and downshift. The operation of the actuator 120 results in disengagement of the clutch followed by shifting of the gear. Once the gear is shifted, the controller 140 brings the actuator 120 to default position. The trigger conditions comprise detecting shift intention based on engine and vehicle parameters either derived or obtained directly from the respective sensors. For example, the controller 140 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 140 is not limited to the above parameters and is allowed to use other parameters and combination thereof. The controller 140 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 140 are not explained for being state of the art, and the same must not be understood in a limiting manner. The controller 140 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 140 is the Engine Control Unit (ECU) of the vehicle.

[0014] Fig. 2 illustrates the AMT system with an adjustable slack, according to an embodiment of the present invention. The slack 130 which is adjustable is provided through the slack assembly 210. The slack assembly 210 comprises a first member 204 and a second member 206 connected to the gear shift mechanism from opposite direction via a connecting member 202 (which provides mechanical leverage or advantage). The first member 204 connects the first gear cable 102 to the first side of the gear shift mechanism, and the second member 206 connects the second gear cable 108 to the second side of the gear shift mechanism. The gear shift mechanism is coupled to an engine having a single cylinder or multiple cylinder. An end of each of the first gear cable 102 and the second gear cable 108 are latched/fixed to the first member 204 and the second member 206 respectively, through a nipple (not shown) with a slack 130. The first member 204 and the second member 206 comprises multiple mounting holes 208 to adjust slackness. The first member 204 and the second member 206 are shown to be of “U” shape, however other shapes, and size equally possible such as cylindrical. When the first member 204 is moved right for mounting, the slack 130 reduces, and when the first member 204 is moved left for mounting, the slack 130 increases. Similarly, when the second member 206 is moved left for mounting, the slack 130 reduces, and when the second member 206 is moved right for mounting, the slack 130 increases.

[0015] In accordance to the present invention, the AMT system 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.

[0016] In the present invention, the connection to clutch mechanism signifies that the first clutch cable 124 and the second clutch cable 110 are connected to a clutch arm 112 to which the existing cable or linkage is connected. Similarly, the connection to gear shift mechanism signifies that the first gear cable 102 and the second gear cable 108 are connected either to the shift shaft 106 directly or indirectly connected to the shift shaft 106 through at least one intermediate linkage between the gear pedal and the shift shaft 106. A bidirectional curved arrow next to the shift shaft 106 indicates the movement of the shift shaft 106 in a first direction for upshift and a second direction for downshift. A single curved arrow next to the clutch arm 112 indicates the one direction of movement by the actuator 120 from the mean position 138. However, as known in the art the action within the clutch mechanism is bi-directional. The clutch plates/discs are disengaged by the clutch arm 112, which is in one direction. For engagement, the clutch plate springs pulls (in opposite direction) the movable arm 118 through the clutch arm 112 due to spring force. The actuator 120 does not have to apply force to engage the clutch but only for disengagement. The single sided arrow on clutch arm 112 shows the direction of force produced by the actuator 120.

[0017] Fig. 3 illustrates the AMT system with connections to an actuator, according to an embodiment of the present invention. The actuator 120 shown in Fig. 1 through Fig. 3 is just a representation and must not be understood in limiting manner. The actuator 120 is any one of a linear actuator or rotary actuator with the movable arm 118 which is movable in two opposite directions. For example, a general-purpose actuator 120 having a DC or stepper or AC motor is implementable for the operation of the present invention. Further, in comparison to Fig. 2, where the first set of cables and the second set of cables are connected to respective common points, the each of the first set of cables and the second set of cables are connected to independent points on the movable arm 118. In specific, there are two connection points on the movable arm 118 in Fig. 2, whereas in Fig. 3 there ae four connection points.

[0018] Fig. 4 illustrates the actuator for the AMT system, according to an embodiment of the present invention. The actuator 120 shown is just for example and explanation and must not be understood in limiting manner. Also, the block of actuator 120 shown in Fig. 1 through Fig. 3 is a block representation of the actuator 120 shown in Fig. 4. The actuator 120 is shown in a perspective view 400 and a side view 410. Three dashed lines are marked to represent a first axis 402, a second axis 404 and the mean position 138. The movable arm 118 is movable in any one of a rotary manner, a reciprocating manner, or a sliding manner, to cause pull and release in the first direction and said second direction. Further, the movable arm 118 is any one of a primary member of the actuator 120, a secondary member of the actuator 120 and a tertiary member of the actuator 120. The primary member corresponds to a primary/ main rotor shaft (not shown) of the actuator 120. If the primary member based actuator 120 is selected, then the rotor shaft is along the first axis 402 and extends out of a cover 408. The first set of cables and the second set of cables are then connected to the primary member either directly or through a connector 406 made of rubber, elastomer, metal, alloy, or combination thereof. The secondary member corresponds to a parallel shaft coupled to the primary member through gear arrangement. If the secondary member based actuator 120 is selected, then the parallel shaft (not shown) passes through the intersection point 412 to which the first set of cables and the second set of cables are connected either directly or through the connector 406 made of rubber, elastomer, metal, alloy or combination thereof. The tertiary member corresponds to an extension coupled to an end of any one of the primary member and the secondary member. If the tertiary member based actuator 120 is selected, then the first set of cables and the second set of cables are connected either directly or through the connector 406 made of rubber, elastomer, metal, alloy, or combination thereof. The connector 406 enables simple connection of the first set of cables and the second set of cables and is optional in above described members. The movable arm 118 shown in the Fig. 1 through Fig. 4 is a tertiary member. The first set of cables and the second set of cables are directly fixed to the movable arm 118. Alternatively, a plate or bracket or the connector 406 is fixed on the movable arm 118, and the set of cables are connected to the plate or the bracket or the connector 406, as shown in Fig. 2 through Fig. 4. The actuator 120 shown in Fig. 4 is for explanation and understanding, and the AMT system 100 is possible to be implemented with different types of actuator as mentioned before.

[0019] In accordance to an embodiment of the present invention, a working of the AMT system 100 is provided below with reference to Fig. 1, by way of an example and must not be understood in limiting manner. A linear or rotary type bi-directional electronic actuator 120 is used. A rest position (when clutch is engaged and gear shift is not happening) is the mean position 138 of the actuator 120, i.e. mechanical center of the linear/rotary actuator 120. The first gear cable 102 and the first clutch cable 124 are connected in such a way that when the actuator 120 moves/rotates towards its’s extremities, the clutch disengages and causes an upshift/downshift. Similarly, the second gear cable 108 and the second clutch cable 110 are connected on the opposite side of the actuator 120 in such a way that movement towards other extremity causes the clutch to disengage and downshift/upshift successively. Both the first clutch cable 124 and the second clutch cable 110 are connected from actuator 120 to the same side of an clutch arm 112 of the clutch mechanism, which is the rotating section, in a way that any motion of actuator 120 away from the mean position 138 causes the clutch to disengage, and moving towards the mean position 138 starts engaging the clutch where mean position 138 is a fully engaged clutch. A bidirectional curved arrow on a dashed line representing the median position 138 indicates the rotation of the movable arm 118 in two opposite direction for upshift and downshift.

[0020] The first gear cable 102 and the second gear cable 108 are connected to opposite sides of the shift shaft 106 of the gear shift mechanism in such a way that motion of the movable arm 118 causes the vehicle to upshift or downshift based on direction of motion of the actuator 120. The first clutch cable 124 and the second clutch cable 110 are pre-tensioned with the cable sheath 122, 114 so that any motion of the actuator 120 causes the first clutch cable 124 and the second clutch cable 110 to be pulled instantaneously. The first gear cable 102 and the second gear cable 108 have a slack 130/free play. When the movable arm 118 moves, the first gear cable 102 or the second gear cable 108 covers a dead zone defined by the slack 130. Once the dead zone is covered, the first gear cable 102 or the second gear cable 108 gain tension and starts to pull in the shift shaft 106. There is no dead zone or free play in first clutch cable 124 and the second clutch cable 110, because of which the clutch is always disengaged before gearshift starts to happen. Once the gearshift is complete, the movable arm 118 (or the actuator 120) comes back to the dead zone where clutch is still disengaged but first gear cable 102 and the second gear cable 108 are in slack 130. From this position the actuator 120 starts moving to its mean position 138 to engage the clutch via the first clutch cable 124 and the second clutch cable 110. The present invention is not limited to cables but can extend to gears, shafts, other flexible/solid linkages, or mechanical connections to achieve the desired movement of clutch mechanism and the gear shift mechanism.

[0021] In accordance to an embodiment of the present invention, the AMT system 100 is redundant to already existing manual means for operating the clutch mechanism and the gear shift mechanism. In other words, the rider has an option to activate the AMT system 100 or the continue using the manual means.

[0022] In accordance to the present invention, a single actuator 120 based automated clutch and gear control is provided, i.e. achieving AMT functionalities with just a single actuator 120 which controls both clutch and gear actuations though one movable arm 118 of the actuator 120. The use of single actuator 120 reduces overall cost of the system 100. The system 100 is installable to existing vehicles and new vehicles. Further, AMT system 100 also enables in realizing features such as take-off assist, anti-stall, hill hold assist, hands free gear change, reduced rider fatigue, panic braking, etc. The approach in the present invention is to use one actuator 120 which controls both clutch and gearshifts thereby reducing complexity and cost. The cable may also be referred to as a tether, a cord, and the like. Similarly, the sheath may also be referred to as a sleeve, a shield, a conduit, and the like. The cable is freely movable inside the sheath. Example of cables include Bowden cable, but not limited to the same.

[0023] 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.