Claims:
1. An apparatus (100) for controlling a gear engagement in a vehicle, the apparatus (100) comprising:
a controller (102), wherein the controller (102) is configure to:
obtain a speed from a speedometer (104); and
generate an instruction based on the speed and a predefined threshold, wherein the instruction comprises one of an activation instruction or a deactivation instruction;
a solenoid plunger (106) connected to the controller (102), wherein the solenoid plunger (106) is configured to control a gear engagement in a vehicle based on the instruction.

2. The apparatus as claimed in claim 1, wherein an add-on piece is coupled to a shifter shaft, and wherein the solenoid plunger (106) actuates the add-on piece to control the gear engagement in a vehicle.

3. The apparatus as claimed in claim 1, wherein an add-on piece is coupled to a shifter shaft of a first gear and second gear, and wherein the solenoid plunger (106) actuates the add-on piece to control the second gear engagement in a vehicle.

4. The apparatus as claimed in claim 1, wherein the activation instruction is generated (a) when the speed of the vehicle is less than the predefined threshold in an acceleration condition or (b) when the speed of the vehicle reduces below the predefined threshold in a deceleration condition.

5. The apparatus as claimed in claim 1, wherein the control comprises one of restricting the motion of a shifter shaft (108) by a solenoid plunger (106).

6. A method for controlling a gear engagement in a vehicle, the method comprising:
obtaining, by a controller (102) a speed of a vehicle from a speedometer (104);
generating, by the controller (102) an instruction based on a speed and a predefined threshold, wherein the instruction comprises one of an activation instruction or a deactivation instruction; and
controlling, by the controller (102) a solenoid plunger (106) connected to the controller (102), wherein the solenoid plunger is configured to control a gear engagement in a vehicle based on the instruction.

7. The method as claimed in claim 5, wherein an add-on piece is attached to a shifter shaft, and wherein the solenoid plunger (106) actuates the add-on piece to control the gear engagement in a vehicle.

8. The method as claimed in claim 5, wherein an add-on piece is attached to a shifter shaft of a first gear and second gear, and wherein the solenoid plunger (106) actuates the add-on piece to control the second gear engagement in a vehicle.

9. The method as claimed in claim 1, wherein the activation instruction is generated (a) when the speed of the vehicle is less than the predefined threshold in an acceleration condition or (b) when the speed of the vehicle reduces below the predefined threshold when the vehicle is in deceleration condition.

10. The method as claimed in claim 5, wherein control of the gear engagement indicates restricting the motion of a shifter shaft (108) by a solenoid plunger (106).
, Description:FORM 2

THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENT RULES, 2003

COMPLETE SPECIFICATION
(See Section 10 and Rule 13)

Title of invention:
CONTROLLING A GEAR ENGAGEMENT IN A VEHICLE

Applicant:
Tata Motors Limited
A company Incorporated in India under the Companies Act, 1956
Having address:
Bombay House, 24 Homi Mody Street,
Hutatma Chowk, Mumbai 400001,
Maharashtra, India

The following specification describes the invention and the manner in which it is to be performed.

CROSS-REFERENCE TO RELATED APPLICATIONS AND PRIORITY
[001] This patent application does not claim priority from any application.

TECHNICAL FIELD
[002] The present subject matter described herein, in general, relates to a manual transmission system of a vehicle, more particularly controlling a gear engagement in a manual transmission system.

BACKGROUND
[003] In a vehicle, various transmission systems are present. The transmission systems enable the transmission of power generated from an engine to enable the motion of the vehicle. The types of transmission systems available are an Automatic Transmission (AT), a Manual Transmission (MT), an Automated Manual Transmission (AMT) and a Continuous Variable Transmission (CVT).
[004] In the MT, the transmission system is controlled by a person driving the vehicle. A set of gears are provided in the MT to transmit the power from the engine. The drive to the set of gears is transmitted through a clutch. Further, the set of gears have varying torque capacity. If a gear is engaged for a speed where the gear is not having enough torque handling capacity, then a slip time of clutch may increase. The slip time indicates the time for which the gear may slip after the gear is engaged. The shallower a gear ratio during launch, more will be the slip time of the clutch. The slipping of the clutch plate for prolonged period may further result in wear and tear of the clutch plate faster.

SUMMARY
[005] Before the present system and method are described, it is to be understood that this application is not limited to the particular machine or an apparatus, and methodologies described, as there can be multiple possible embodiments that are not expressly illustrated in the present disclosures. It is also to be understood that the terminology used in the description is for the purpose of describing the particular versions or embodiments only and is not intended to limit the scope of the present application. This summary is provided to introduce aspects related to a technology being implemented in an apparatus and method for controlling gear engagement of a vehicle. The aspects are further elaborated below in the detailed description. This summary is not intended to identify essential features of the proposed subject matter nor is it intended for use in determining or limiting the scope of the proposed subject matter.
[006] In one implementation, an apparatus for controlling a gear engagement in a vehicle is disclosed. The apparatus may comprise a controller and a solenoid plunger. The controller may be configured to generate an instruction based on a speed and a predefined threshold. Further, the instruction comprises one of an activation instruction or a deactivation instruction. The solenoid plunger may be connected to the controller. The solenoid plunger may further control a gear engagement in a vehicle based on the instruction.
[007] In another implementation, a method for controlling a gear engagement in a vehicle is disclosed. Initially, a controller may obtain a speed of a vehicle from a speedometer. The controller after obtaining the speed, may generate an instruction. The instruction may be based on a speed and a predefined threshold. The instruction may comprise one of an activation instruction or a deactivation instruction. The controller may further control a solenoid plunger based on the instruction. The solenoid plunger may control a gear engagement in a vehicle based on the instruction.

BRIEF DESCRIPTION OF THE DRAWINGS
[008] The foregoing summary, as well as the following detailed description of embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the disclosure, there is shown in the present document example constructions of the disclosure, however, the disclosure is not limited to the specific methods and apparatus disclosed in the document and the drawings:
[009] The detailed description is described with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the drawings to refer like features and components.
[0010] Figure 1 illustrates a schematic diagram of the apparatus to control engagement of a gear, in accordance with an embodiment of the present subject matter.
[0011] Figure 2 (a) illustrates a flow chart of the apparatus to control gear engagement of a second gear during an acceleration condition, in accordance with an embodiment of the present subject matter.
[0012] Figure 2 (b) illustrates a flow chart of the apparatus to control gear engagement of a second gear during a deceleration condition, in accordance with an embodiment of the present subject matter.
[0013] The figure depicts an embodiment of the present disclosure for purpose of illustration only. One skilled in the art will readily recognize from the following discussion that alternative embodiments of the structure and method illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION
[0014] Some embodiments of this disclosure, illustrating all its features, will now be discussed in detail. The words "comprising," "having," "containing," and "including," and other forms thereof, are intended to be equivalent in meaning and be open ended in that an item or items following any one of these words is not meant to be an exhaustive listing of such item or items or meant to be limited to only the listed item or items. Although any systems and methods similar or equivalent to those described herein can be used in the practice or testing of embodiments of the present disclosure, the exemplary, systems and methods are now described. The disclosed embodiments are merely exemplary of the disclosure, which may be embodied in various forms.
[0015] Various modifications to the embodiment will be readily apparent to those skilled in the art and the generic principles herein may be applied to other embodiments. However, one of ordinary skill in the art will readily recognize that the present disclosure is not intended to be limited to the embodiments illustrated but is to be accorded the widest scope consistent with the principles and features described herein.
[0016] The present invention is necessitated by the fact that people tend to use a gear for a speed, that may not necessarily have a torque handling capacity. The inability of the gear to handle the torque may result in slipping of a clutch plate. The slipping of the clutch plate further results in the wear and tear of the clutch plate. The wear and tear of the clutch plate may further cause high vibrations and screeching sound during the engagement of the gear thereby reducing the usable clutch life to accelerated wear.
[0017] The present subject matter discloses an apparatus for controlling a gear engagement in a vehicle. A controller may be used to control the gear engagement. The controller may obtain a speed from a speedometer. The controller may generate an instruction based on the speed and a predefined threshold. The instruction may comprise one of an activation instruction or a deactivation instruction. A solenoid plunger may be connected to the controller. The solenoid plunger may be configured to control a gear engagement in a vehicle based on the instruction.
Figure 1:
[0018] Now referring to figure 1, the figure discloses an apparatus 100 to control a gear engagement in a vehicle. The apparatus 100 discloses a controller 102. The controller 102 for controlling a gear engagement may include at least one processor, an input/output (I/O) interface, and a memory. The at least one processor may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and/or any devices that manipulate signals based on operational instructions. Among other capabilities, the at least one processor is configured to fetch and execute machine readable instructions stored in the memory.
[0019] The I/O interface of the controller 102 may include a variety of software and hardware interfaces. The I/O interface may allow the controller 102 to interact with the components in the apparatus 100 directly. The I/O interface can facilitate multiple communications within the apparatus 100. The I/O interface may include one or more ports for connecting a number of devices to one another.
[0020] The memory of the controller 102 may include any computer-readable medium or computer program product known in the art including, for example, volatile memory, such as static random access memory (SRAM) and dynamic random access memory (DRAM), and/or non-volatile memory, such as read only memory (ROM), erasable programmable ROM, flash memories, hard disks, optical disks, and magnetic tapes. The memory may further include modules to fetch and execute the machine readable instructions.
[0021] The apparatus further comprises a speedometer 104. The machine readable instructions may comprise obtaining a speed of the vehicle from the speedometer 104. The speed may be fetched by the controller 102 through the I/O interface. A predefined threshold may be stored in the memory of the controller 102. The predefined threshold may indicate a value of the speed of the vehicle.
[0022] The controller 102 may generate an instruction based on the speed of the vehicle and the predefined threshold. The instruction may further comprise one of an activation instruction or a deactivation instruction. The controller 102 compares the speed of the vehicle and the predefined threshold to make a decision of generating an activation signal. If the activation instruction may not be required, by default a deactivation signal is present.
[0023] The activation signal and the deactivation signal may be passed depending on an acceleration condition and a deceleration condition. In the acceleration condition of the vehicle, the activation signal may be present when the speed of the vehicle is less than the predefined threshold. Further in the acceleration condition, the deactivation signal may be passed once the speed of the vehicle reaches above the predefined threshold. In the deceleration condition, the signal may be passed when the speed of the vehicle reduces below the predefined threshold. In the deceleration condition, the deactivation signal may be present when the speed of the vehicle is above the predefined threshold. Once the speed drops below the predefined threshold, the activation signal may be passed.
[0024] The activation signal and the deactivation signal may be passed through the I/O interface to a solenoid plunger 106. The solenoid plunger 106 may be connected to the controller 102 through the I/O interface. The solenoid plunger 106 is an electromechanical device that may get actuated based on the signal from the controller 102.
[0025] The solenoid plunger 106 may be implemented to control the engagement of the gear. The controlling of the gear engagement indicates restriction on a manual transmission system to engage the gear. In the figure 1, the restriction on the manual transmission system may indicate a shifter shaft 108. The shifter shaft 108 may be a part of the manual transmission system.
[0026] The solenoid plunger 106 may restrict the motion of a shifter shaft 108. An add-on piece may be coupled on a shifter shaft 108. The solenoid plunger 106 may restrict the motion of the shifter shaft 108. Restricting the motion of the shifter shaft 108 indicates restricting the engagement of the gear.
Example:
[0027] The example elaborated below provides an explanation of the present subject matter in accordance with an embodiment. The example may describe below the controlling of the engagement of the second gear of the vehicle with the help of the apparatus 100. The apparatus 100 may comprise the controller 102, the speedometer 104, the solenoid plunger 106, the add-on piece and the shifter shaft 108. The shifter shaft 108 may indicate the shifter shaft 108 for a first and a second gear of the vehicle. The add-on piece may be coupled to the shifter shaft 108. The predefined threshold may be three kilometer per hour (kmph). The example may be further elaborated for an acceleration condition and a deceleration condition. Figures 2 (a) and 2 (b) represents a method describing the working of the apparatus 100 for the acceleration condition and the deceleration condition respectively. The methods may be described elaborating on the example.
Figure 2 (a):
[0028] In the acceleration condition 200, at block 202 a vehicle engine may be turned on.
[0029] At block 204, after turning on the vehicle engine, the controller 102 may obtain the speed of the vehicle from the speedometer 104. Initially, the speed of the vehicle may be zero kmph. Comparing the speed of the vehicle and the predefined threshold, the controller may decide whether to pass the activation signal.
[0030] At block 206, in the acceleration condition 200 initially the speed of the vehicle may be below three kilometer per hour (kmph).
[0031] At block 208, as the speed is below three kmph the activation signal may be passed by the controller. The activation signal may actuate the solenoid plunger 106 that is connected to the controller 102. The actuation of the solenoid plunger 106 may enable the control of the second gear engagement. To control the second gear engagement, the solenoid plunger 106 may restrict the movement of the shifter shaft 108 to shift towards engaging the second gear. The solenoid plunger 106 may make a physical contact with the add-on piece that is coupled to the shifter shaft 108. The physical contact may restrict the movement of the shifter shaft towards second gear.
[0032] At block 210, the speed of the vehicle reaches above three kmph during acceleration condition 200.
[0033] At block 212, the deactivation signal may be passed by the controller 102. The deactivation signal may remove the restriction provided by the solenoid plunger 106 on the shifter shaft 108. In other words, deactivation signal may remove the physical contact made by the solenoid plunger 106 on the add-on piece. The removal of the physical contact enables the movement of the shifter shaft 108 towards the second gear.
Figure 2 (b):
[0034] In the deceleration condition 250 if the speed of the vehicle is above three kmph, the deactivation signal may be present.
[0035] At block 252, the speed reduces below three kmph, during deceleration condition 250.
[0036] At block 254, the controller 102 may send the activation signal to the solenoid plunger. After the activation signal is received, the solenoid plunger may be actuated.
[0037] At block 256, the controller 102 may check whether the second gear is engaged.
[0038] At block 258, the second gear may not be engaged. In the following condition, the controller 102 may actuate the solenoid plunger 106 to control the second gear engagement. To control the second gear engagement, the solenoid plunger 106 may restrict the movement of the shifter shaft 108 to shift towards engaging the second gear. The solenoid plunger 106 may make a physical contact with the add-on piece that is coupled to the shifter shaft 108. The physical contact may restrict the movement of the shifter shaft towards second gear.
[0039] At block 260, the second gear may be engaged. Due to the actuation of the solenoid plunger 106, the solenoid plunger 106 may make the physical contact with the add-on piece. In the above condition, the solenoid plunger 106 may force the shifter shaft to disengage the second gear. The disengagement of the second gear may cause a gear lever to move from second gear position to a neutral position of the gear.
[0040] Exemplary embodiments discussed above may provide certain advantages. Though not required to practice aspects of the disclosure, these advantages may include those provided by the following features.
[0041] The present apparatus facilitates in reducing clutch slipping and further reduces in wear and tear of the clutch plate thereby increase the clutch life to a great extent.
[0042] The present apparatus facilitates in restricting the launching of the vehicle in the second gear.
[0043] Although implementations for methods and systems for controlling engagement of a gear have been described in language specific to structural features and/or methods, it is to be understood that the appended claims are not necessarily limited to the specific features or methods described. Rather, the specific features and methods are disclosed as examples of implementations for controlling a gear engagement using the apparatus.