The disclosure relates to a method and an automated gear based transmission system provided in a vehicle for bringing the vehicle from a neutral gear to a first gear. The disclosure also relates to 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 semi-automated gear based transmission systems are cheaper compared to CVT, they are not the ideal replacement solutions, as thesemi-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 mesheswith a worm wheel, wherein said worm wheel is integral to a gearshift cam drum. The electricmotor 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 formotor vehicle comprising a gear slidably mounted on a motor shaft; a solenoid for engaging thegear with a clutch actuation gear box to transfer the motor torque to a master cylinder todispense fluid to a slave cylinder, whereby the amplified force in the slave cylinder actuates aclutch release bearing to disengage the clutch; a first sensor for sensing the disengagement of theclutch and actuating the solenoid, through the controller, to engage the gear with gear shiftactuation gear box, the sensor, on sensing such engagement, causing the controller to actuate themotor to rotate in a predetermined direction and transfer the torque to an internal gear shiftmechanism to carry out up or down gear shift as determined by the user; a second sensor forsensing the completion of the gear shifting and actuating the solenoid, through the controller, toengage the gear with the clutch actuation gear box, and the said controller thereafter actuatingthe motor to rotate in a predetermined direction, to cause the piston of the master cylinder to beretracted, thereby releasing the force on the slave cylinder piston, and causing the clutch springsto 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 atleast 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.

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 gear-shifting 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.

One of the aspects which require attention while operating a fully automated gear based manual transmission system pertains to providing a jerk-free automatic gear shift. 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 and the mechanism for providing a jerk-free automatic gear shift operation.

Especially at the time of bringing the vehicle from a neutral gear to a first gear factors such as, load carried by the vehicle, standing condition of the vehicle (such as vehicle is standing on an inclined surface), etc., play a crucial role in the determining smooth movement of the vehicle. Thus, there is need to provide an improved method which ensures smooth movement of the vehicle during a neutral gear to first gear shifting process.

SUMMARY OF THE INVENTION
Accordingly, the invention provides a method performed by an automated gear based transmission system provided in a vehicle for shifting of a constant mesh gear from a neutral gear to a first gear. The process starts with generating and providing a first clutch control signal for bringing a clutch to a fully-disengaged state and a gear shift signal for shifting the constant mesh gear from the neutral gear to the first gear. The method progresses to a checking and clutch engaging process. The checking process includes checking three parameters namely current throttle level, current engine RPM and current vehicle speed. The clutch engaging process includes generating and providing a second clutch control signal that increases a level of clutch engagement based on the current throttle level, current engine RPM. The clutch engaging process further includes generating and providing a third clutch control signal for bringing the clutch to a fully engaged state based on the current vehicle speed.

The invention also provides an automated gear based transmission system that comprises a clutch control signal generation means, a throttle control signal generation means and a gear control signal generation means that are operably interlinked and adapted to perform the method as stated above.

The invention also provides a vehicle that comprises an engine; a throttle control mechanism for controlling a level of throttle; a gear shifting mechanism for shifting gears of a constant mesh gear; a clutch actuator for actuating a clutch; and an automated gear based transmission system operably coupled to the throttle control mechanism, the gear shifting mechanism and the clutch actuator, wherein the automated manual transmission system comprises a clutch control signal generation means, a throttle control signal generation means and a gear control signal generation means that are operably interlinked and adapted to perform the method as stated above.

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 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 first method corresponding to a first embodiment of the invention;

Figure 3 shows flow chart of a second method corresponding to a second embodiment of the invention;

Figure 4 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 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 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 which is operated by a gear shifting mechanism and a clutch assembly operated by a clutch actuator (not shown in figure 1). 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. In a first embodiment, 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 mechanical link 122 connecting the throttle grip 120 and the carburetor 112 is further acted upon by a throttle control mechanism (not shown in figure 1).

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 control mechanism referred to above can form part of the controller.

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.

The motorcycle 100 as shown above incorporates an automated gear based transmission system (not shown) in accordance with the embodiments of the present invention.

Figure 2 illustrates a flow diagram 200 of a first method as implemented by the automated gear based transmission system in accordance with a first embodiment of the present invention.

The automated gear based transmission system generates and provides a first clutch control signal for bringing a clutch to a fully dis-engaged state at step 201and generates and provides a gear shift signal for shifting the constant mesh gear from the neutral gear to the first gear at step 202. At step 203, the automated gear based transmission system determines whether the current throttle level is in excess of a threshold throttle level. At the beginning, the threshold throttle level has an initial value assigned thereto. For example, if the initial value assigned thereto is 20%, the automated gear based transmission system determines whether the current throttle level is in excess of 20%. If it is determined that the current throttle level is in excess of the threshold throttle level which has an initial value of 20% assigned thereto, at step 204, the automated gear based transmission system generates and provides a throttle control signal for adjusting the current throttle to reach the threshold throttle level of 20%. On the other hand, if it is determined that the current throttle level is less than the threshold throttle level, at step 205, the automated gear based transmission system allows the throttle to be controlled as per user input. In the above, the throttle can be either of the mechanical type or of electronic type as described above.

The automated gear based transmission system may at step 206 generate and provide a fourth clutch control signal for increasing a level of clutch engagement. It may however be noted that the fourth clutch control signal will not result in the clutch being fully engaged.

At step 207, the automated gear based transmission system determines whether the current engine rotation per minute (RPM) is in excess of a predetermined RPM level.For example, if predetermined RPM level is 1100 RPM, the automated gear based transmission system determines whether the current engine RPM is in excess of 1100. If it is determined that the current engine RPM is in excess of the predetermined RPM level (which in the example has a value of 1100 assigned thereto), at step 208, the automated gear based transmission system generates and provides a second clutch control signal for increasing a level of clutch engagement. Once again it may be noted that the second clutch control signal will not result in the clutch being fully engaged. On the other hand, if it is determined that the current engine RPM is less than the predetermined RPM level (which in the example has a value of 1100 assigned thereto), at step 209, the automated gear based transmission system provides the first clutch control signal for dis-engaging the clutch fully and returns to step 203.

If the vehicle was in a stand-still condition, after the automated gear based transmission system performs step 208 i.e.generates and provides a second clutch control signal for increasing a level of clutch engagement, the vehicle should start moving. The method then progresses to step 210 where the automated gear based transmission system determines whether the current vehicle speed is in excess of a predetermined vehicle speed level. For example, if predetermined vehicle speed level is 4 kilometer per hour (KMPH), the automated gear based transmission system determines whether the current vehicle speed is in excess of 4 KMPH. If it is determined that the current vehicle speed is in excess of the predetermined level (which in the example has a value of 4 KMPH), the automated gear based transmission system generates and provides a third clutch control signal for bringing the clutch to a fully-engaged state at step 211. On the other hand, if it is determined that the current vehicle speed is less than the predetermined level, at step 212, the automated gear based transmission system increases the initial assigned value of threshold throttle level to a revised value and returns to step 203.

Figure 3 illustrates a flow diagram 300 of a second method as implemented by the automated gear based transmission system in accordance with a second embodiment of the present invention. The second method shares many steps that are common to the first method as illustrated in figure 2 and described above. Hence, the common steps are illustrated in figure 3 with the same reference numerals as that of figure 2 and are not described again and the detailed description is provided only in respect of the differences between the first and the second method. The differences between the first and the second method are the absence of step 206 of the first method and change of step 209 of the first method by step 301 in the second method.

In the second method, the automated gear based transmission system does not perform the step 206 of generating and providing the fourth clutch control signal for increasing a level of clutch engagement. Hence, the method flows from step 204 (wherein the automated gear based transmission system generates and provides a throttle control signal for adjusting the current throttle to reach the threshold throttle level of 20%) or alternatively from step 205 (the automated gear based transmission system allows the throttle to be controlled as per user input) to directly step 207 where the automated gear based transmission system determines whether the current engine rotation per minute (RPM) is in excess of a predetermined RPM level. For example, if predetermined RPM level is 1100 RPM, the automated gear based transmission system determines whether the current engine RPM is in excess of 1100. If it is determined that the current engine RPM is in excess of the predetermined RPM level (which in the example has a value of 1100 assigned thereto), at step 208, the automated gear based transmission system generates and provides a second clutch control signal for increasing a level of clutch engagement. Once again it may be noted that the second clutch control signal will not result in the clutch being fully engaged. On the other hand, if it is determined that the current engine RPM is less than the predetermined RPM level (which in the example has a value of 1100 assigned thereto), at step 301, the automated gear based transmission system introduces a delay and returns to step 207. In other words, the automated hear based transmission system in step 301 waits for some time and then determines whether the current engine RPM is less than the predetermined RPM level.

While in the above paragraphs, two alternative methods have been described with reference to figures 2 and 3, it is possible to have further modifications to the methods.

By way of a non-limiting example, referring to either or both of the methods, in step 203, instead of determining whether the current throttle level is in excess of a threshold throttle level, the method may determine whether the current throttle level falls within a predefined range which has an initial value assigned thereto. If the current throttle level falls within the predefined range, the automated gear based transmission system allows the throttle (which can be of mechanical type or of electronic type) to be controlled as per user input. Thus, for the purposes of interpretation of claims, it may be noted that the phrase “threshold throttle level” includes a singular value as well as a range of values.

By way of another non-limiting example, referring to figure 2, the step 209 where the automated gear based transmission system provides the first clutch control signal for dis-engaging the clutch fully may be performed if one or more additional (further) condition is satisfied. For example, the step 209 of providing the first clutch control signal for dis-engaging the clutch fully may be performed if the current engine RPM is determined to be less than a second predefined value, which is less than the first predefined value. In the example provided above, the automated gear based transmission system, at step 207, determines whether the current engine rotation per minute (RPM) is in excess of 1100 RPM. If it is determined that the current engine RPM is less than 1100 RPM, the automated gear based transmission system may determine whether the current engine RPM is less than the second predefined value which for example may be set as 900 RPM. If it is determined that the current engine RPM is less than the second predefined value (which in the example has been set as 900 RPM), the automated gear based transmission system provides the first clutch control signal for dis-engaging the clutch fully and returns to step 203. If however, the current engine RPM is between the first predefined value and the second predefined value (i.e. between 900 and 1100 as per the example), the automated gear based transmission system in one example introduce a delay and re-perform step 207 after the delay period has expired. If the current engine RPM is between the first predefined value and the second predefined value (i.e. between 900 and 1100 as per the example), the automated gear based transmission system in yet another example may decrease a level of clutch engagement without actually attaining a clutch fully disengaged state and returns to step 203.

Now referring to Figure 4, an automated gear based transmission system 400 in accordance with the embodiments of the present invention is illustrated in form of a schematic block diagram. Theautomated gear based transmission system 400 comprises a clutch control signal generation means 401, a gear control signal generating means 402 and a throttle control signal generating means 403.

The clutch control signal generation means 401 is adapted to generate and provide (a) a first clutch control signal for bringing a clutch to a fully-disengaged state; (b)a second clutch control signal for increasing a level of clutch engagement, if engine RPM level is determined to be greater than a first predetermined engine RPM level; and (c) a third clutch control signal for bringing the clutch to a fully-engaged state, if a speed of the vehicle is determined to be greater than or equal to a predetermined vehicle speed level. The clutch control signal generation means is further adapted to generating and providing a fourth clutch control signal for increasing a level of clutch engagement.

The gear control signal generating means 402 is adapted to generate and provide a gear shift signal for shifting the constant mesh gear from the neutral gear to the first gear. Apart from the above, the gear control signal generating means 402 is adapted to generate and provide further gear shift signals for shifting the constant mesh gear between different gears.

The throttle control signal generating means 403 is adapted to generate and provide a throttle control signal for adjusting a throttle to reach a threshold throttle level. The throttle thresholdlevel may have an initial value assigned thereto or a revised value assigned thereto.

The automated gear based transmission system 400 receives inputs from one more sensors / units provided in the vehicle. By way of example, the automated gear based transmission system 400 for performing the method of the invention may receive inputs from sensors such as throttle position sensor 404, vehicle speed sensor 405 and engine RPM sensor 406.

The signals thus generated by the automated gear based transmission system 400 are provided to one or more actuators provided in the vehicle. By way of example, the clutch control signals generated by the clutch control signal generation means 401 are provided to the clutch actuator 407, the gear control signal generated by the gear control signal generating means 402 is provided to a gear shift mechanism408 and thethrottle control signal generated by the throttle control signal generating means 403 is provided to throttle control mechanism 409. The clutch actuator 407, thegear shift mechanism408 and the throttle control mechanism 409 may be constructed in accordance with the teachings contained in applicant’s co-pending Indian Patent Application Nos. 2202/DEL/2014, 1462/DEL/2015, 1540/DEL/2015, all of which are incorporated herein in their entirety.

In an embodiment of the invention, the clutch control signal generation means 401, the gear control signal generating means 402 and the throttle control signal generating means 403 can all be implemented within a micro-processor. Alternatively, some, but NOT all of the clutch control signal generation means 401, the gear control signal generating means 402 and the throttle control signal generating means 403can 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 clutch control signal generation means 401, the gear control signal generating means 402 and the throttle control signal generating means 403 can be implemented as discrete components, which are appropriately interconnected.

The automated gear based transmission system 400 may further include one or more memory units (not shown) which are configured to store the “threshold throttle level”, the “first predetermined engine RPM level”, the “second predetermined engine RPM level”, and the “predetermined vehicle speed level”. The memory units for storing the “first predetermined engine RPM level”, the “second predetermined engine RPM level”, and the “predetermined vehicle speed level” may in the form of read only memory (ROM) memory. In relation to the “threshold throttle level”, since the parameter is subject to an incrementing process, the initial value assigned to the threshold throttle level may be stored in a ROM while a revised value can be stored in volatile / erasable type of memory (i.e. such a RAM) such that once an electrical supply to the automated gear based transmission system is cut-off, therevised value is erased. The one or more memory units is made accessible to the clutch control signal generation means 401and the throttle control signal generating means 403 so that they can obtain the values therefrom during the determining process. By way of example, the clutch control signal generation means 401canretrieve the “first predetermined engine RPM level” from the one or more memory units while performing step 207. By way of another example, the throttle control signal generation means 403 can retrieve the “threshold throttle level” from the one or more memory units while performing step 203. In yet another example, the clutch control signal generation means 401canretrieve the “predetermined vehicle speed level” from the one or more memory units while performing step 210.

By way of still another example, if the step 209 of providing the first clutch control signal for disengaging the clutch fully is performed subject to the current engine RPM is determined to be less than a “second predefined value”, then the clutch control signal generation means 401canretrieve the “second predefined value” from the one or more memory units while performing step 209.

The automated gear based transmission system 400 may further include one or more timer units (not shown) so that the automated gear based transmission system can introduce a delay and re-perform a step after the delay period has expired.

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.

Claims:WE CLAIM:
1.A method performed by an automated gear based transmission system provided in a vehicle for shifting of a constant mesh gear from a neutral gear to a first gear, comprising:
(a) generating and providing a first clutch control signal for bringing a clutch to a fully-disengaged state;
(b) generating and providing a gear shift signal for shifting the constant mesh gear from the neutral gear to the first gear;
(c) generating and providing a throttle control signal for adjusting a throttle to reach a threshold throttle level which has aninitial value assigned thereto, if a current throttle level is determined to be in excess of the threshold throttle level;
(d) generating and providing a second clutch control signal for increasing a level of clutch engagement, if engine RPM level is determined to be greater than a first predetermined engine RPM level; and
(e) generating and providing a third clutch control signal for bringing the clutch to a fully-engaged state, if a speed of the vehicle is determined to be greater than or equal to a predetermined vehicle speed level.

2. The method as claimed in claim 1, wherein in step (c), if the current throttle level is determined to be less than the threshold throttle level,the current throttle level is allowed to be adjusted as per user input.

3. The method as claimed in claim 1, wherein prior to determining whether the engine RPM level is greater than the first predetermined engine RPM level in step (d), the method further comprises generating and providing a fourth clutch control signal for increasing a level of clutch engagement.

4. The method as claimed in claim 3, wherein if engine RPM level is determined to be less than or equal to the first predetermined engine RPM level in step (d), the first clutch control signal is provided for bringing the clutch to a fully-disengaged state and step (c) is re-performed.

5. The method as claimed in claim 3, wherein if engine RPM level is determined to be less than or equal to the first predetermined engine RPM level in step (d) and if at least one further condition is satisfied, the first clutch control signal is provided for bringing the clutch to a fully-disengaged state and step (c) is re-performed.
6.The method as claimed in claim 5, wherein said at least one further condition includes the current engine RPM level being less than or equal to a second predetermined engine RPM level.
7.The method as claimed in claim 1, wherein if engine RPM level is less than or equal to the first predetermined engine RPM level in step (d), the step of determining whether the engine RPM level is greater than a predetermined engine RPM level is re-performed after a period of delay, wherein during the period of delay, the level of clutch engagement is not increased.

8. The method as claimed in claim 1, wherein if the speed of the vehicle is determined to be less than the predetermined vehicle speed level in step (e), the initial value assigned for the threshold throttle level is increased to a revised value.
9.The method as claimed in claim 8, wherein if the initial value assigned for the threshold throttle level is increased to a revised value, steps (c) to (e) are re-performed considering using the threshold throttle level having the revised value.
10.An automated gear based transmission system provided in a vehicle for shifting of a constant mesh gear from a neutral gear to a first gear, comprising:
a clutch control signal generation means adapted to generate and provide a first clutch control signal for bringing a clutch to a fully-disengaged state;
agear control signal generating means adapted to generate and provide a gear shift signal for shifting the constant mesh gear from the neutral gear to the first gear;
a throttle control signal generating means adapted to generate and provide a throttle control signal for adjusting a throttle to reach a threshold throttle level which has an initial value assigned thereto, if a current throttle level is determined to be in excess of the threshold throttle level;
the clutch control signal generation means being further adapted to generate and provide a second clutch control signal for increasing a level of clutch engagement, if engine RPM level is determined to be greater than a predetermined engine RPM level; and
the clutch control signal generation means being further adapted to generate and provide a third clutch control signal for bringing the clutch to a fully-engaged state, if a speed of the vehicle is determined to be greater than or equal to a predetermined vehicle speed level.

11. The automated gear based transmission system as claimed in claim 10, wherein the clutch control signal generation means, the gear control signal generation means and the throttle control signal generation means form part of a micro-processor.
12.The automated gear based transmission system as claimed in claim 10, wherein one or more of the clutch control signal generation means, the gear control signal generation means and the throttle control signal generation means is a discrete electronic circuit or a discrete electronic component.

13. A vehicle system comprising,
an engine;
a throttle control mechanism for controlling a level of throttle;
agear shifting mechanism for shifting gears of a constant mesh gear;
a clutch actuator for actuating a clutch; and
an automated gear based transmission system operably coupled to the throttle control mechanism, the gear shifting mechanism and the clutch actuator, the automated manual transmission system comprising:
a clutch control signal generation means adapted to generate and provide a first clutch control signal for bringing a clutch to a fully-disengaged state;
a gear control signal generating means adapted to generate and provide a gear shift signal for shifting the constant mesh gear from the neutral gear to the first gear;
a throttle control signal generating means adapted to generate and provide a throttle control signal for adjusting a throttle to reach a threshold throttle level which has an initial value assigned thereto, if a current throttle level is determined to be in excess of the threshold throttle level;
the clutch control signal generation means being further adapted to generate and provide a second clutch control signal for increasing a level of clutch engagement, if engine RPM level is determined to be greater than a predetermined engine RPM level; and
the clutch control signal generation means being further adapted to generate and provide a third clutch control signal for bringing the clutch to a fully-engaged state, if a speed of the vehicle is determined to be greater than or equal to a predetermined vehicle speed level.