FIELD OF THE INVENTION
The present disclosure relates to a method performed by an automated gear based
transmission system provided in a vehicle, an automated gear based transmission system and
a vehicle incorporating the same.
BACKGROUND OF THE INVENTION
Continuous variable transmissions (CVTs) are advantageous over manual transmissions as
the driver is saved from the nuances of manually shifting gear ratios whenever frequent
acceleration or deceleration is needed, especially in heavy traffic conditions. However, the
vehicles adopting CVTs suffer from low mileage and are exorbitantly priced, thereby being
away from the reach of common man.
In the recent years, semi-automated gear based transmission systems are available wherein
the user performs a gear shift action and the system performs an automatic clutch
disengagement and engagement action. Indian Patent No. 273351 describes a semi-automated
gear based transmission system wherein the user performs a gear shift action by pressing of a
gear shift lever and the system performs an automatic clutch disengagement and engagement
action. Also, Indian Patent No. 273351 describes a semi-automated gear based transmission
system wherein in response to the user pressing of a bi-directional (up/down) switch, an
electromechanical actuator actuates a gear shift shaft which is coupled to a gearshift unit and
a clutch assembly for actuating the gear shift unit and the clutch assembly. While, the semiautomated
gear based transmission systems are cheaper compared to CVT, they are not the
ideal replacement solutions, as the semi-automated gear based transmission system is still
dependent upon user for many aspects.
Thus, as a more advanced, yet cheaper alternative, a fully automated gear based transmission
system is described in many documents. In this regard, Indian Patent Application No.
754/CHE/2010 describes a fully automated gear based transmission system which comprises
an electric motor having a helical screw arrangement which meshes with a worm wheel,
wherein said worm wheel is integral to a gearshift cam drum. The electric motor rotates
causing the helical screw arrangement and the worm wheel arrangement to rotate, thereby
causing the gearshift cam drum to rotate.
Indian Patent Application No. 1208/CHE/2007 describes an fully automated gear based
transmission system for motor vehicle comprising a gear slidably mounted on a motor shaft; a
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solenoid for engaging the gear with a clutch actuation gear box to transfer the motor torque to
a master cylinder to dispense fluid to a slave cylinder, whereby the amplified force in the
slave cylinder actuates a clutch release bearing to disengage the clutch; a first sensor for
sensing the disengagement of the clutch and actuating the solenoid, through the controller, to
engage the gear with gear shift actuation gear box, the sensor, on sensing such engagement,
causing the controller to actuate the motor to rotate in a predetermined direction and transfer
the torque to an internal gear shift mechanism to carry out up or down gear shift as
determined by the user; a second sensor for sensing the completion of the gear shifting and
actuating the solenoid, through the controller, to engage the gear with the clutch actuation
gear box, and the said controller thereafter actuating the motor to rotate in a predetermined
direction, to cause the piston of the master cylinder to be retracted, thereby releasing the force
on the slave cylinder piston, and causing the clutch springs to revert to normal position, thus
re-engaging the clutch.
Indian Patent Application No. 4591/CHE/2011 discloses a four-stroke internal combustion
engine having a fully automated gear based transmission system for both clutch and gear shift
actuation, the said single actuation system comprises a multi-step gear shift mechanism
wherein a gear shift actuator system is mounted on the crankcase as viewed from the side.
Indian Patent Application No. 4588/CHE/2011 discloses a system for continuous position
sensing of gear shift lever and clutch shift lever comprising: an automatic manual
transmission equipped engine having a clutch actuator configured to actuate clutch and shift
actuator configured to shift the change gears; a controller for activating the shift actuator and
clutch actuator; and at least one motor input current sensing means for shift actuator and
clutch actuator; wherein said controller based on motor input current for shift actuator and
clutch actuator provides input power to shift actuator and clutch actuator respectively.
Indian Patent Application No. 4047/CHE/2011 discloses a torque damping system for a
carburetor automatic manual transmission vehicle comprising an automatic manual
transmission equipped engine having a clutch actuator configured to actuate clutch and shift
actuator configured to shift gears; a controller for activating the shift actuator and clutch
actuator; a carburetor having a first air path; a secondary air path with a flow control valve
placed parallel to the first air path; and wherein the controller regulates the flow control valve
and ignition timing during gear shifting.
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Indian Patent Application No. 28/MUM/2013 discloses an automatic control device of
manual transmission for automatic speed change, which includes a clutch operated by a
clutch lever and a manual gear-shifting part shifting a gear by a control shaft, the automatic
speed control system comprising: a clutch operating means operating the clutch lever so as to
selectively separate the manual gear-shifting part from a rotary power of an engine; a control
shaft operating means operating the control shaft to shift a manual gear of the manual gearshifting
part when the manual gear-shifting part is separated from the rotary power of the
engine by the clutch operating means; and a control part automatically shifting a gear of the
manual transmission through the steps of checking a driving state of a vehicle in real time,
controlling the clutch operating means if gear-shifting is needed, and controlling the control
shaft operating means. The clutch operating means comprises a worm rotatably disposed on a
frame and rotated by a driving motor; a worm gear geared with the worm to transfer a rotary
power in a perpendicular direction; a pinion gear located on the same axis in such a way as to
be rotated in the same way as the worm gear; and a rack gear geared to the pinion gear and
moved in a straight line so as to operate the clutch lever. The control shaft operating means
comprises a selector operating means rotating an operation gear fixed at an end portion of the
control shaft at a predetermined angle to, thereby rotate the control shaft relative to a central
axis thereof; and shift operating means moving the operation gear in a central axis direction
to thereby move the control shaft in a longitudinal direction.
Also, Applicant’s co-pending Indian Patent Application No. 2202/DEL/2014,
1462/DEL/2015, 1540/DEL/2015, all of which are incorporated herein may be referred to for
understanding the construction of the fully automated gear based transmission system.
One of the aspects which require special attention while operating a gear based manual
transmission system is shifting of gears under emergency conditions. In most cases, under
emergency conditions, the user may want to multiple gears to be shifted at a substantially fast
rate under emergency conditions. For example, if the gear that is engaged prior to a
emergency condition, the user may want within a very short period of time, to shift the gear
downward to reach any one of 2nd or 1st or neutral gear.
To the best of the Applicant’s knowledge, no document dealing with semi-automated gear
based manual transmission system or fully-automated gear based manual transmission system
addresses the aforesaid problem. Thus, there is a need to provide to provide an improved
method for detecting a condition pertaining to multiple gear shifting from a higher gear state
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to a lower gear state and performing the multiple gear shifting operation such that very less
time is consumed in the operation.
SUMMARY OF THE INVENTION
Accordingly, the present invention provides a method for performing multiple gear downshifts
by an automated gear-based transmission system provided in a vehicle, comprising:
• detecting whether a level of de-acceleration of the vehicle speed is in excess of a
predefined threshold value;
• generating and providing a first clutch control signal for bringing a clutch to a fully
disengaged state, if the level of de-acceleration is in excess of the predetermined
threshold value;
• generating and providing a first gear down-shift signal for down-shifting the constant
mesh gear;
• generating and providing a second clutch control signal for bringing the clutch to a
partially engaged state subsequent to downshifting the constant mesh gear;
• generating and providing the first clutch control signal for bringing the clutch from
the partially engaged state to a fully disengaged state;
• generating and providing at least one further gear down-shift signal for down-shifting
the constant mesh gear; and
• generating and providing a third clutch control signal for bringing the clutch to a
fully-engaged state.
The present invention also provides an automated gear-based transmission system for use in a
vehicle, comprising:
a first means for detecting whether a level of de-acceleration of the vehicle speed is in excess
of a predefined threshold value;
a clutch control signal generating means adapted to generate and provide a first clutch control
signal for bringing a clutch to a fully disengaged state, if the level of de-acceleration of the
vehicle speed is in excess of a predefined threshold value;
a gear control signal generating means adapted to generate and provide a first gear down-shift
signal for down-shifting the constant mesh gear;
the clutch control signal generating means being further adapted to generate and provide a
second clutch control signal for bringing the clutch to a partially engaged state subsequent to
downshifting the constant mesh gear;
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the clutch control signal generating means being further adapted to generate and provide the
first clutch control signal for bringing the clutch from the partially engaged state to a fully
disengaged state;
the gear control signal generating means being further adapted to generate and provide at
least one further gear down-shift signal for down-shifting the constant mesh gear; and
the clutch control signal generating means being further adapted to generate and provide a
third clutch control signal for bringing the clutch to a fully-engaged state.
The present invention further provides a vehicle comprising:
an engine;
a transmission mechanism; and
an automated gear based transmission system for selectively coupling the transmission
mechanism to the engine, the automated gear based transmission system comprising:
a first means for detecting whether a level of de-acceleration of the vehicle speed is in excess
of a predefined threshold value;
a clutch control signal generating means adapted to generate and provide a first clutch control
signal for bringing a clutch to a fully disengaged state, if the level of de-acceleration of the
vehicle speed is in excess of a predefined threshold value;
a gear control signal generating means adapted to generate and provide a first gear down-shift
signal for down-shifting the constant mesh gear;
the clutch control signal generating means being further adapted to generate and provide a
second clutch control signal for bringing the clutch to a partially engaged state subsequent to
downshifting the constant mesh gear;
the clutch control signal generating means being further adapted to generate and provide the
first clutch control signal for bringing the clutch from the partially engaged state to a fully
disengaged state;
the gear control signal generating means being further adapted to generate and provide at
least one further gear down-shift signal for down-shifting the constant mesh gear; and
the clutch control signal generating means being further adapted to generate and provide a
third clutch control signal for bringing the clutch to a fully-engaged state.
To further clarify advantages and features of the present invention, a more particular
description of the invention will be rendered by reference to specific embodiments thereof,
which is illustrated in the appended drawings. It is appreciated that these drawings depict
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only typical embodiments of the invention and are therefore not to be considered limiting of
its scope. The invention will be described and explained with additional specificity and detail
with the accompanying drawings.
Brief Description of Figures:
These and other features, aspects, and advantages of the present invention will become better
understood when the following detailed description is read with reference to the
accompanying drawings in which like characters represent like parts throughout the
drawings, wherein:
Figure 1 shows a vehicle including an automated gear based transmission system in
accordance with an embodiment of the invention;
Figure 2 shows flow chart of a method corresponding to an embodiment of the invention;
and
Figure 3 shows a detailed internal construction of the automated gear based transmission
system in accordance with one embodiment of the present invention.
Further, skilled artisans will appreciate that elements in the drawings are illustrated for
simplicity and may not have been necessarily been drawn to scale. For example, the flow
charts illustrate the method in terms of the most prominent steps involved to help to improve
understanding of aspects of the present invention. Furthermore, in terms of the construction
of the device, one or more components of the device may have been represented in the
drawings by conventional symbols, and the drawings may show only those specific details
that are pertinent to understanding the embodiments of the present invention so as not to
obscure the drawings with details that will be readily apparent to those of ordinary skill in the
art having benefit of the description herein.
Detailed Description:
For the purpose of promoting an understanding of the principles of the invention, reference
will now be made to the embodiment illustrated in the drawings and specific language will be
used to describe the same. It will nevertheless be understood that no limitation of the scope of
the invention is thereby intended, such alterations and further modifications in the illustrated
system, and such further applications of the principles of the invention as illustrated therein
8
being contemplated as would normally occur to one skilled in the art to which the invention
relates.
It will be understood by those skilled in the art that the foregoing general description and the
following detailed description are exemplary and explanatory of the invention and are not
intended to be restrictive thereof.
Reference throughout this specification to “an aspect”, “another aspect” or similar language
means that a particular feature, structure, or characteristic described in connection with the
embodiment is included in at least one embodiment of the present invention. Thus,
appearances of the phrase “in an embodiment”, “in another embodiment” and similar
language throughout this specification may, but do not necessarily, all refer to the same
embodiment.
The terms "comprises", "comprising", or any other variations thereof, are intended to cover a
non-exclusive inclusion, such that a process or method that comprises a list of steps does not
include only those steps but may include other steps not expressly listed or inherent to such
process or method. Similarly, one or more devices or sub-systems or elements or structures or
components proceeded by "comprises a" does not, without more constraints, preclude the
existence of other devices or other sub-systems or other elements or other structures or other
components or additional devices or additional sub-systems or additional elements or
additional structures or additional components.
Unless otherwise defined, all technical and scientific terms used herein have the same
meaning as commonly understood by one of ordinary skill in the art to which this invention
belongs. The system, methods, and examples provided herein are illustrative only and not
intended to be limiting.
Embodiments of the present invention will be described below in detail with reference to the
accompanying drawings.
Figures 1(a) and 1(b) illustrate left side view and top view of a motorcycle 100, in
accordance with an embodiment of the present invention. Referring to Figure 1(a), the
motorcycle 100 comprises an engine 102 and a fuel tank 104 supported on a body frame 106.
The motorcycle 100 further comprises an intake system 108 and an exhaust system 110. The
intake system 108 includes a carburetor 112 for supplying fuel between the fuel tank 104 and
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the engine 102. The motorcycle 100 further comprises a transmission system 114 that couples
rotation power generated by the engine 102 to a rear wheel 116 of the vehicle 100. The
transmission system 114 includes a gear mechanism and a clutch assembly (not shown in the
figure). Also, the vehicle 100 comprises a handle bar 118.
As shown in the Figure 1(b), a throttle grip 120 is turnably mounted on a right end portion of
the handle bar 118 such that a driver of the vehicle 100 can rotate the throttle grip 120 using
right hand. A mechanical link 122 connects the throttle grip 120 with a valve (not shown in
the figure) located within the carburetor 112 such that rotational operation of the throttle grip
120 is transmitted through the mechanical link 122 to the valve in the carburetor 112. This
enables the driver to manually vary a valve position to change the amount of fuel intake into
the engine 102 and thereby controlling output power of the engine 102. The throttle grip 120
and the mechanical link 122 are referred to as mechanical throttle mechanism. Further, a
brake lever 124 is mounted on both ends of the handle bar 118. Furthermore, pedal brake 126
is mounted on the body frame 106.
In an alternative option, the throttle grip can incorporate an electrical / electronic sensing
means for detecting a level of turning and generating an electrical signal corresponding to the
level of tuning of the throttle grip. The electrical signal is received by a controller that
controls a combustible material, such as mixture of air and fuel, being supplied to the engine.
The control can be exercised in terms of an amount of the combustible material being
supplied to the engine or in terms of a ratio of air and fuel in the combustible material. This
therefore allows the user to control an amount of output power of the engine. In this case, the
throttle grip comprising the sensing means and the controller are referred to as electronic
throttle mechanism.
In accordance with the present invention, the transmission system 114 is an automated gear
based transmission system that implements a method to automatically shift the gears upon
detecting conditions that are appropriate.
Figure 2 illustrates a flow diagram 200 of the method as implemented by the gear based
transmission system 114, in accordance with an embodiment of the present invention.
At step 201, it is determined whether a level of de-acceleration of the vehicle speed is in
excess of a predefined threshold value. The threshold value may be set as part of the factory
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setting. The threshold value is set such that the level of de-acceleration corresponds to a
condition resembling an emergency condition. By way of example, the level of deacceleration
may be determined based on input from a vehicle speed sensor. In another
example, the level of de-acceleration may be determined based on input from a vehicle speed
sensor and a brake sensor. In yet another example, the level of de-acceleration may be
determined based on input from an engine RPM sensor optionally along with input from a
brake sensor. In yet another example, the level of de-acceleration may be determined based
on input from a vehicle speed sensor, an engine RPM sensor and a brake sensor.
At step 202, a first clutch control signal is generated and provided for bringing the clutch to a
fully-disengaged state. At step 203, a first gear down-shift signal is generated and provided.
At step 204, a second clutch control signal is generated and provided for bringing the clutch
to a partially-engaged state. At the end of the step 204, the gear down-shift for a first time is
said to be completed in the vehicle. It may be noted that the second clutch control signal
merely brings the clutch to a partially-engaged state and NOT to the fully engaged state.
The method instead of stopping at this point further continues and in step 205 the first clutch
control signal is generated and provided for bringing the clutch to a fully-disengaged state.
Comparing step 202 and step 205, it can be noted that in step 202 the first clutch control
signal brings the clutch from a fully engaged state to a fully-disengaged state, in step 205 the
first clutch control signal brings the clutch from a partially-engaged state to a fullydisengaged
state.
Thereafter, at step 206, at least one further gear down-shift signal is generated and provided.
At step 207, a third clutch control signal is generated and provided for bringing the clutch to a
fully-engaged state. At the end of the step 207, the gear down-shift for a further time is said
to be completed in the vehicle.
It may be noted that prior to the step 206 of generating and providing the at least one further
gear down-shift signal, the method may further comprise a step 208 of detecting a current
gear state. Also, the step 206 of generating and providing the at least one further gear downshift
signal may be performed if the current gear state is detected as NOT equal to neutral
gear.
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It may be noted that prior to the step 202 of generating and providing the first clutch control
signal for bringing the clutch to a fully-disengaged state, the method may further comprise a
step 209 of generating and providing a throttle control signal for reducing a level of throttle to
a predetermined minimum value.
Referring to Figure 3, an automated gear based transmission system 300 in accordance with
the embodiments of the present invention is illustrated in form of a schematic block diagram.
The automated gear based transmission system 300 comprises a first means 301 adapted to
detect a level of de-acceleration and in particular to determine whether a level of deacceleration
of the vehicle speed is in excess of a predefined threshold value.
The automated gear based transmission system 300 further comprises a clutch control signal
generating means 302 adapted to generate and provide a first clutch control signal for
bringing a clutch to a fully disengaged state, if the level of brake application is in excess of a
predetermined threshold value. The automated gear based transmission system 300 further
comprises a gear control signal generating means 303 adapted to generate and provide a first
gear down-shift signal for down-shifting the constant mesh gear.
The clutch control signal generating means 302 is further adapted to generate and provide a
second clutch control signal for bringing the clutch to a partially engaged state subsequent to
downshifting the constant mesh gear.
The clutch control signal generating means 302 is further adapted to generate and provide the
first clutch control signal for bringing the clutch from the partially engaged state to a fully
disengaged state.
The gear control signal generating means 303 is further adapted to generate and provide at
least one further gear down-shift signal for down-shifting the constant mesh gear.
The clutch control signal generating means 302 is further adapted to generate and provide a
third clutch control signal for bringing the clutch to a fully-engaged state.
The automated gear based transmission system 300 further comprises a current gear state
detecting means 304. The gear control signal generating means 303 is operably connected to
the current gear state detecting means 304. Furthermore, the functioning of the gear control
signal generating means 303 is based on the output of the current gear state detecting means
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304. In particular, the gear control signal generating means 303 generates and provides the at
least one further gear down-shift signal if the current gear state is detected as NOT equal to
neutral gear by the current gear state detecting means 304.
The automated gear based transmission system 300 further comprises a throttle control signal
generating means 305 for generating and providing a throttle control signal for reducing a
level of throttle to a predetermined minimum value. In an embodiment of the present
invention, the throttle control signal generating means 305 may be adapted to generate and
provide the throttle control signal before the clutch control signal generating means 302
provides the first clutch control signal for bringing the clutch from a fully engaged state to the
fully-disengaged state.
By way of example, the means 301 for detecting a level of de-acceleration may take into
consideration input from a speed sensor 306 as may be provided in the vehicle. In an
alternative example, the means 301 for detecting a level of de-acceleration may take into
consideration input from the speed sensor 306 as well as input from a brake sensor 307 as
may be provided in the vehicle. In an alternative example, the means 301 for detecting a level
of de-acceleration may take into consideration input from an engine RPM sensor 308 and
optionally the brake sensor 307 as may be provided in the vehicle. In an alternative example,
the means 301 for detecting a level of de-acceleration may take into consideration input from
the speed sensor 306, the brake sensor 307 and the engine RPM sensor 308 as may be
provided in the vehicle.
In some embodiment, the current gear state detecting means may be receive input from
neutral gear sensor 309 as may be provided in the vehicle.
By way of example, a clutch actuator 310 as may be provided in vehicle may receive the
clutch control signal from the clutch control signal generation means 302 and act accordingly.
By way of another example, a gear shifting mechanism 311 as may be as may be provided in
vehicle may receive the gear control signal from the gear control signal generation means 303
and act accordingly. By way of another example, a throttle control mechanism 312 as may be
as may be provided in vehicle may receive the throttle control signal from the throttle control
signal generation means 305 and act accordingly.
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In an embodiment of the invention, the first means 301 adapted to detect a level of deacceleration,
the clutch control signal generating means 302, the gear control signal
generating means 303, the current gear state detecting means 304 and the throttle control
signal generating means 305, can all be implemented within a microprocessor. Alternatively,
some, but NOT all of the aforesaid means can be implemented within a micro-processor and
the remaining means can be implemented as discrete components that are operably connected
to the micro-processor. In yet another alternative, all of the aforesaid means can be
implemented as discrete components, which are appropriately interconnected.
The drawings and the forgoing description give examples of embodiments. Those skilled in
the art will appreciate that one or more of the described elements may well be combined into
a single functional element. Alternatively, certain elements may be split into multiple
functional elements. Elements from one embodiment may be added to another embodiment.
For example, orders of processes described herein may be changed and are not limited to the
manner described herein. Moreover, the actions of any flow diagram need not be
implemented in the order shown; nor do all of the acts necessarily need to be performed. In
addition, those acts that are not dependent on other acts may be performed in parallel with the
other acts. The scope of embodiments is by no means limited by these specific examples.
Numerous variations, whether explicitly given in the specification or not, such as differences
in structure, dimension, and use of material, are possible. The scope of embodiments is at
least as broad as given by the following claims.
While certain present preferred embodiments of the invention have been illustrated and
described herein, it is to be understood that the invention is not limited thereto. Clearly, the
invention may be otherwise variously embodied, and practiced within the scope of the
following claims.

We Claim:
1. A method for performing multiple gear down-shifts by an automated gear-based
transmission system provided in a vehicle, comprising:
• detecting whether a level of de-acceleration of the vehicle speed is in excess of
a predefined threshold value;
• generating and providing a first clutch control signal for bringing a clutch to a
fully disengaged state, if the level of de-acceleration is in excess of the
predetermined threshold value;
• generating and providing a first gear down-shift signal for down-shifting the
constant mesh gear;
• generating and providing a second clutch control signal for bringing the clutch
to a partially engaged state subsequent to downshifting the constant mesh
gear;
• generating and providing the first clutch control signal for bringing the clutch
from the partially engaged state to a fully disengaged state;
• generating and providing at least one further gear down-shift signal for downshifting
the constant mesh gear; and
• generating and providing a third clutch control signal for bringing the clutch to
a fully-engaged state.
2. The method as claimed in claim 1, wherein prior to step of generating and providing
the at least one further gear down-shift signal for down-shifting the constant mesh
gear, the method further comprises detecting a current gear state.
3. The method as claimed in claim 2, wherein the step of generating and providing the at
least one further gear down-shift signal for down-shifting the constant mesh gear is
performed if the current gear state detected is not equal to neutral gear.
4. The method as claimed in claim 1, wherein prior to the step of providing the first
clutch control signal for bringing the clutch to a fully-disengaged state, the method
further comprises generating and providing a throttle control signal for reducing a
level of throttle to a predetermined minimum value.
5. An automated gear-based transmission system for use in a vehicle, comprising:
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o a first means for detecting whether a level of de-acceleration of the vehicle
speed is in excess of a predefined threshold value;
o a clutch control signal generating means adapted to generate and provide a
first clutch control signal for bringing a clutch to a fully disengaged state, if
the level of de-acceleration of the vehicle speed is in excess of a predefined
threshold value;
o a gear control signal generating means adapted to generate and provide a first
gear down-shift signal for down-shifting the constant mesh gear;
o the clutch control signal generating means being further adapted to generate
and provide a second clutch control signal for bringing the clutch to a partially
engaged state subsequent to downshifting the constant mesh gear;
o the clutch control signal generating means being further adapted to generate
and provide the first clutch control signal for bringing the clutch from the
partially engaged state to a fully disengaged state;
o the gear control signal generating means being further adapted to generate and
provide at least one further gear down-shift signal for down-shifting the
constant mesh gear; and
o the clutch control signal generating means being further adapted to generate
and provide a third clutch control signal for bringing the clutch to a fullyengaged
state
6. A vehicle comprising:
o an engine;
o a transmission mechanism; and
o an automated gear based transmission system for selectively coupling the
transmission mechanism to the engine, the automated gear based transmission
system comprising:
a first means for detecting whether a level of de-acceleration of the
vehicle speed is in excess of a predefined threshold value;
a clutch control signal generating means adapted to generate and
provide a first clutch control signal for bringing a clutch to a fully
disengaged state, if the level of de-acceleration of the vehicle speed is
in excess of a predefined threshold value;
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a gear control signal generating means adapted to generate and provide
a first gear down-shift signal for down-shifting the constant mesh gear;
the clutch control signal generating means being further adapted to
generate and provide a second clutch control signal for bringing the
clutch to a partially engaged state subsequent to downshifting the
constant mesh gear;
the clutch control signal generating means being further adapted to
generate and provide the first clutch control signal for bringing the
clutch from the partially engaged state to a fully disengaged state;
the gear control signal generating means being further adapted to
generate and provide at least one further gear down-shift signal for
down-shifting the constant mesh gear; and
the clutch control signal generating means being further adapted to
generate and provide a third clutch control signal for bringing the
clutch to a fully-engaged state.