Field of the Invention:
The present invention relates to the area of mounting of an automated manual transmission mechanism on a motorcycle.

Background of the Invention:
An Automated Manual Transmission (AMT) mechanism is conventionally proposed as a system that automates the switching (shifting) of the gear ratio of the transmission of a motorcycle and the connecting and disconnecting of the clutch. The AMT mechanism involves a gear shift actuator for driving the transmission gear and a clutch actuator for driving the clutch.

Generally, it can be observed from the prior arts teach positioning the automated manual transmission mechanism either (a) near the engine (including inside the crack case and on top of the crank case) or (b) under the seat.

By way of example belonging to the category of mounting the AMT near the engine, JP 2003-320861A discloses a bike having an AMT mechanism wherein the gear shift actuator and the clutch actuator are positioned behind the cylinder block of the engine and above the transmission. It is mentioned in the document that positioning the actuators near the engine in this way prevents the actuators from touching the ground during cornering of the motorcycle. This avoids reduction of the bank angle during cornering and prevents damage to the AMT mechanism when the motorcycle falls over.

By way of yet another example belonging to the category of mounting the AMT near the engine, Indian Patent Application No. 754/CHE/2010 describes an automated manual transmission for motor vehicle comprising 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. In other words, the gear shift actuator of the AMT mechanism is directly assembled in to the crankcase. It is mentioned in the document that the aforesaid arrangement reduces part count and weight.

By way of still another example belonging to the category of mounting the AMT near the engine, Indian Patent Application No. 4591/CHE/2011 describes a gear shift actuator system mounted on the crack case as viewed from the side.

By way of an example belonging to the category of mounting the AMT near under the seat, U.S. Patent No. 6,131,682 describes locating the gear shift actuator underneath the seat of the motor cycle.

By way of another example belonging to the category of mounting the AMT near under the seat, U.S. Patent No. 7,174,984 describes locating an AMT mechanism on a bike so as to reduce damages incurred by the AMT when tumbling over. In a first alternative, a shift actuator is formed into a tubular shape and is located behind the cylinder block, above the transmission and in front of a rear end of the transmission so as to allow the axis to be oriented in the car width direction. In a second alternative, a clutch actuator is formed into a tubular shape and is located behind the cylinder block, above the transmission and in front of a rear end of the transmission so as to allow the axis to be oriented in the car width direction. In a third alternative, both the shift actuator and the clutch actuator are located above the transmission and in front of a rear end of the transmission. In a forth alternative, the clutch actuator and the shift actuator are located separately on left and right sides so as to sandwich a centre of the tire in a space between straight lines respectively connecting a tread surface of the tire tips of the left and right pair of steps from a frontal viewpoint.

By way of yet another example belonging to the category of mounting the AMT near under the seat, U.S. Patent No. 7,380,630 describes that a sub-frame of a motorcycle is attached to a rear end of a main frame of the motorcycle and the AMT mechanism is attached to the sub-frame, wherein the sub-frame functions to support the seat. Thus, the AMT mechanism is mounted blow the seat.

By way of still another example belonging to the category of mounting the AMT near under the seat, U.S. Patent No. 7,575,083 describes an AMT comprising of a gear shift actuator and a clutch actuator. The clutch actuator and other related components are integrated on a mounting plate and formed as a clutch operation unit. The mounting plate has an engagement hole and a mounting portion formed therein. The clutch operating unit is fixed such that the engagement hole formed in the mounting plate is fitted over a projection fixed to the rear of the engine and the mounting portion is secured to a rear arm bracket connected to a main frame. The clutch operating unit is surrounded by the rear arm bracket and is positioned behind the engine (as viewed from the side). The gear shift actuator and other related components are integrated to form a gear shift actuator unit. The gear shift actuator unit is fixed to a back stay via mounting brackets. Thus, both the clutch actuator and the gear shift actuator are position below the seat of the bike.

Provisioning of the gear shift actuator and/or the clutch actuator near the engine causes transfer of heat and vibrations generated by the engine to the actuators. When hydraulic actuators are used as gear shift actuators and clutch actuators, hydraulic operating oil in the actuators experience temperature fluctuation and mechanical vibrations. Because of temperature fluctuation of the hydraulic operating oil and vibrations of mechanical components, the timing and amount by which the actuator drives the gear mechanism or the clutch mechanism does not remain constant. Even when electrically-driven actuators are used as gear shift actuators and clutch actuators, because of mechanical vibrations, the signals as applied to the electric motors may be lost. Further, it is well known that the in presence of temperature fluctuations, the output of the electronic motor can vary. Additionally, the efficiency of the electric motor is lowered by heat. Furthermore, heat and vibrations promote deterioration of the actuators. Thus, achieving consistent and smooth operation is a big challenge.

While locating the actuators below the seat of the motorcycle overcomes the above to disadvantages to some extent, emphasis is drawn on the fact that the space below the seat is customarily partitioned for example to include a canister chamber, a tool box chamber, exhaust valve actuating means accommodating chamber, fuse box accommodating chamber, an electronic control unit accommodating chamber, a battery box accommodating chamber, etc. Also, the space below the seat has to have the means for release-ably connecting the seat. Especially when one is considering the low-cost motor cycle models or low cubic centimeter (CC) motor cycle models, the space available under the seat is highly restricted and that to accommodate the automated manual transmission mechanism under the seat would require a lot of re-designing of the under-seat area.

In some instances, especially when the AMT is constituted of two separate actuators i.e. one gear shift actuator and one clutch actuator, despite the best efforts, provisioning the same either near the engine or below the seat may not be possible.

It is pertinent to mention here that the AMT mechanism needs to be connected both in terms of electrical connection and mechanical connections to a large number of components in the motorcycle. By way of example, a control unit forming part of the AMT need inputs from various types of sensors mounted on the vehicle such as throttle position sensor, speed sensor, brake sensor, side stand sensor, gear position sensor, tilt angle sensor, etc. The control unit takes a decision of gear up-shift or gear down-shift or current gear maintain, based on the inputs from these sensors. Alternatively, the control unit can be connected to a gear-up button and a gear-down button, which may be mounted on the handlebar of the motorcycle. The control unit is electrically connected to an electrical motor and provides control command for driving the same. The electrical motor is then connected to the vehicle gear system and vehicle clutch mechanism through mechanical connecting mechanism for actuating the vehicle gear mechanism and the vehicle clutch mechanism. It is however to be noted that none of the prior arts take into consideration the problems that could be faced for routing the electrical wires from the vehicle sensors to the AMT or from the one component of the AMT to another component of the AMT. Likewise, the prior arts do not take into consideration the problems that could be faced for routing the mechanical linkages from the AMT to the vehicle gear mechanism and the vehicle clutch mechanism.

Keeping in view all of the above, there is an unmet need for positioning an automatic manual transmission system that addresses one or more of the problems identified above.

SUMMARY OF THE INVENTION
Accordingly, the present invention provides an automated manual transmission mechanism for use in a motor cycle, said automated manual transmission mechanism comprising a gear shift mechanism, a clutch operation mechanism and a single motor actuating the gear shift mechanism and the clutch operation mechanism, said automated manual transmission mechanism being positioned on a seat supporting frame of the motorcycle. In a preferred aspect, the automated manual transmission mechanism is being covered by a rear side cowl element.

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 figures. It is appreciated that these figures depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope.

Brief Description of the drawings
The invention will be described and explained with additional specificity and detail with the accompanying drawings in which:
Figure 1 illustrates a side view of a motorcycle;
Figure 2 illustrates a top view of the motorcycle;
Figure 3 illustrates an exploded view of certain parts of the motorcycle;
Figure 4 illustrates a block diagram of an automated manual transmission mechanism in accordance with an embodiment of the present invention;
Figure 5 illustrates a detailed constructional diagram of the automated manual transmission mechanism in accordance with an embodiment of the present invention;
Figure 6 illustrates a detailed constructional diagram of the automated manual transmission mechanism in accordance with another embodiment of the present invention;
Figure 7 illustrates a detailed constructional diagram of the automated manual transmission mechanism in accordance with another embodiment of the present invention;
Figure 8 illustrates a detailed mounting mechanism for mounting the automated manual transmission mechanism in accordance with one embodiment of the present invention;
Figure 9 illustrates a detailed mounting mechanism for mounting the automated manual transmission mechanism in accordance with another embodiment of the present invention; and
Figure 10 illustrates a detailed mounting mechanism for mounting the automated manual transmission mechanism in accordance with yet another embodiment of the present invention.

Further, skilled artisans will appreciate that elements in the figures are illustrated for simplicity and may not have been necessarily been drawn to scale. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the figures by conventional symbols, and the figures may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the figures with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

DETAILED DESCRITION
For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the figures 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 figures.

Referring to figures 1 and 2, left side view and top view of a conventional motorcycle 100 is shown. The motorcycle 100 has an engine 102 and a fuel tank 104 supported on a body frame 106. The motorcycle comprises an intake system 108 and an exhaust system 110, wherein the intake system 108 includes a carburetor 112 as a fuel supply device disposed between the fuel tank 104 and the engine 102. A transmission system 114 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). The vehicle is further provided with a handle bar 118.

As illustrated in figure 2, a throttle grip 120 to be operated by the right hand of the driver (rider) is turnably mounted to a right end portion of the handle bar 118. A mechanical link (throttle cable) 122 is connected to the throttle grip 120 and a valve located within the carburetor (not shown in figures 1 and 2) and a rotational operation of the throttle grip is transmitted through the mechanical link 122 to the valve in the carburetor. This enables the driver to manually vary the valve position, so as to vary the intake amount (the amount of fuel-air mixture) for the engine 102, thereby controlling the engine output power. For the purposes of ease of reference and nomenclature, the throttle grip 120 and the mechanical link 122 are referred to as throttle mechanism.

At a left end portion of the handle bar 118, a clutch lever 124 to be operated by the driver's left hand is provided. An operation of the clutch lever 124 is transmitted through a clutch cable 126 to the clutch assembly, whereby the clutch assembly is engaged or disengaged. Particularly, when the clutch lever 124 is urged toward the driver or pulled by the driver, the clutch assembly is put into a disengaged state and when the clutch lever 124 is returned forward (or relaxed), the clutch assembly is put into an engaged state.

On the left side of the engine 2, a seesaw type gear shift pedal 128 to be operated by the driver's left foot is provided in a vertically swingable fashion. The transmission 114 may be of a normally meshed type transmission, wherein each time a front portion or a rear portion of the gear shift pedal 128 is stepped on, the transmission 114 is shifted into one of first to fourth (or fifth) gears and neutral, in a predetermined sequence.

It is the intention of the present invention to provide an automated transmission system in a vehicle as illustrated above. Upon providing the automated transmission system in the vehicle as illustrated above, the clutch lever 124, the clutch cable 126 and the seesaw type gear shift pedal 128 as provided therein can be become redundant and can be removed. Alternatively, the clutch lever 124, the clutch cable 126 and the seesaw type gear shift pedal 128 can be maintained for the purposes of providing dual mode operation including the operation by the automated transmission system and operation by the driver, wherein the operation by the driver can be taken as manual override mode.

Now referring to figure 3, there is illustrated a frame structure 106 which comprises a head pipe 302 and a main frame 304 extending rearward and downward from the head pipe 302. An intermediate portion 306 of the main frame 304 is adapted to support a fuel tank (104) and an end portion 308 is adapted to support an engine (not illustrated). The end portion 308 of the main frame can be shaped as a cradle for the purposes of supporting engine and therefore can be constituted of multiple sub-frame members including a first set of left and right sub-frames 310R, 310L which are joined to about an intermediate position of the main frame and a second set of left and right sub-frames 312R, 312L which are joined to head pipe 302.

A right side seat supporting frame 314 and a left side seat supporting frame 316 extend from about the intermediate portion of the main frame 304. The right side seat supporting frame 314 and the left side seat supporting frame 316 are laid out with a certain distance between them and are adapted to support a rear fender 318 (that generally covers a rear wheel) and a seat 320 thereupon such that a storage space 322 for storing articles such as canister, a tool box, exhaust valve actuating means, fuse box, an electronic control unit, a battery box, baggage, etc. is defined by the rear fender, the right side seat supporting frame, the left side seat supporting frame and the seat.

It is customary to provide a right side rear cowl element 324 to cover a space between the seat 320 and the right side seat supporting frame 314 and likewise, to provide a left side rear cowl element 326 to cover a space between the seat 320 and the left side seat supporting frame 316.

Referring to figure 4, the automated manual transmission mechanism 328 comprises a gear shift mechanism 402, a clutch operation mechanism 404 and a single motor 406 actuating the gear shift mechanism 402 and the clutch operation mechanism 404. The gear shift mechanism is operably connected to the gear mechanism of the motorcycle via a first wire based coupling mechanism 408 and the clutch operating mechanism 404 is connected to the clutch mechanism of the motorcycle via a second wire based coupling mechanism 410.

Now in the following paragraphs, alternative constructional detailing of the automated manual transmission mechanism is being provided by way of non-limiting examples.

In accordance with a first alternative, which is illustrated in figure 5, the automated manual transmission mechanism comprises a motor 502 defining an output shaft 504. A clutch wheel 506 is securely mounted on the output shaft 504 and a gear wheel 508 is freely mounted on the output shaft 504. A surface 510 of the clutch wheel 506 facing the gear wheel 508 is provided with a driving member 512 and a surface 514 of the gear wheel 508 facing the clutch wheel 506 is provided with a pair of driven member 516. During operation, once the clutch wheel 506 has rotated by a predetermined angle, the driving member 512 as provided on the clutch wheel 506 engages with one of the driven members 516 as provided on the gear wheel 508 to thereby transfer motion to the gear wheel 508.

The clutch wheel 506 is connected to a clutch wire 518 at a first end 520 thereof. The gear wheel 508 is connected to a gear up-shift wire 522 at a first end 524 thereof and to a gear down-shift wire 526 at a first end thereof (not visible). Particularly, the first end 524 of the gear up-shift wire 522 and the first end of the gear down-shift wire 526 are connected to diametrically opposite sides of the gear wheel 508. Although not illustrated in figure 5, the second end of the clutch wire is connected to a clutch mechanism in the motorcycle and likewise, the second ends of the gear up-shift wire and the second end of the gear down-shift wire are connected to a gear mechanism in the motorcycle.

In accordance with a second alternative, which is illustrated in figure 6, the automated manual transmission mechanism comprises a motor 602 defining an output shaft 604 having spiral thread 606. On a separate shaft 608, there is mounted a clutch wheel 610 and a gear wheel 612. The clutch wheel 610 has teeth 614 on an external surface thereof that are in continuous engagement with the spiral thread 606 as provided on the output shaft 604 of the motor 602. Both the clutch wheel 610 and the gear wheel 612 may be freely mounted on the separate shaft and that the separate shaft can function to define the axis around which the clutch wheel 610 and the gear wheel 612 exhibit rotational motion.

A surface 616 of the clutch wheel 610 facing the gear wheel 612 is provided with a driving member 618 and a surface 620 of the gear wheel 612 facing the clutch wheel 610 is provided with a driven member 622. During operation, once the clutch wheel 610 has rotated by a predetermined angle, the driving member 618 as provided on the clutch wheel 610 engages with the driven member 622 as provided on the gear wheel 612 to thereby transfer motion to the gear wheel 612.

The clutch wheel 610 is connected to a clutch wire 624 at a first end thereof. The gear wheel 612 is connected to a gear up-shift wire 626 at a first end thereof and to a gear down-shift wire 628 at a first end thereof. Particularly, the first end of the gear up-shift wire 626 and the first end of the gear down-shift wire 628 are connected to diametrically opposite sides of the gear wheel 612. Although not illustrated in figure 6, the second end of the clutch wire is connected to a clutch mechanism in the motorcycle and likewise, the second ends of the gear up-shift wire and the second end of the gear down-shift wire are connected to a gear mechanism in the motorcycle. In this embodiment, a casing 630 is provided for housing the separate shaft 608, the clutch wheel and the gear wheel. The motor 602 can be provided outside the casing and the output shaft 604 of the motor can traverse to an inside portion of the casing.

In accordance with a third alternative as illustrated in figure 7, which is substantially similar to the first embodiment, the automated manual transmission mechanism comprises a gear reduction mechanism 702 coupling the motor 502 and the clutch wheel 506. The gear reduction mechanism 702 enables for a high rotational speed of the motor to be reduced to an appropriate operating speed.

In a preferred aspect of the invention the automated manual transmission mechanism 328 can be mounted on a seat supporting frame 314/316 of the motorcycle.

In an embodiment as illustrated in figure 8, in one embodiment, the motor 802 can be provided with a mounting bracket 804, which can be used for mounting the motor 802 directly to the seat supporting frame 314/316 of the motor cycle.

In an alternative embodiment as illustrated in figure 9, a platform 902 can be coupled to the seat supporting frame 314/316 of the motor cycle vide mounting brackets 904. Upon the platform 902, the automated manual transmission mechanism having a construction as illustrated in figure 5 or figure 6 can be located.

In yet another alternative embodiment as illustrated in figure 10, if the automated manual transmission mechanism has a construction as illustrated in figure 6, then the casing 630 can be provided with a mounting bracket 1002, which can be used for mounting the casing 630 directly to the seat supporting frame 314/316 of the motor cycle.

In one embodiment of the invention, if the motor cycle has a pre-existing right side rear cowl element 324 that covers a space between the seat 320 and the right side seat supporting frame 314, then the automated manual transmission mechanism is dimensioned so as to be accommodated in a space between the pre-existing right side rear cowl element 324, the seat 320 and the right side seat supporting frame 314.

In another embodiment of the invention, if the motor cycle has a pre-existing left side rear cowl element 326 that covers a space between the seat 320 and the left side seat supporting frame 316, then the automated manual transmission mechanism is dimensioned so as to be accommodated in a space between the pre-existing left side rear cowl element 326, the seat 320 and the left side seat supporting frame 316.

In yet another embodiment of the invention, if the motor cycle has a does not have a right side rear cowl element or a left side rear cowl element, then the automated manual transmission mechanism is dimensioned and mounted close to a rear suspension mounting portion.

While specific language has been used to describe the disclosure, any limitations arising on account of the same are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein.

The figures 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. Also, 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.

WE CLAIM:
1. An automated manual transmission mechanism for use in a motor cycle, said automated manual transmission mechanism comprising a gear shift mechanism, a clutch operation mechanism and a single motor actuating the gear shift mechanism and the clutch operation mechanism, said automated manual transmission mechanism being positioned on a seat supporting frame of the motorcycle.

2. The automated manual transmission mechanism as claimed in claim 1, wherein the seat supporting frame is a right side seat supporting frame that extends from about an intermediate portion of the main frame.

3. The automated manual transmission mechanism as claimed in claim 1, wherein the automated manual transmission mechanism is accommodated in a space between a pre-existing right side rear cowl element, the seat and the right side seat supporting frame.

4. The automated manual transmission mechanism as claimed in claim 1, wherein the seat supporting frame is a left side seat supporting frame that extends from about an intermediate portion of the main frame.

5. The automated manual transmission mechanism as claimed in claim 1, wherein the automated manual transmission mechanism is accommodated in a space between a pre-existing left side rear cowl element, the seat and the left side seat supporting frame.

6. The automated manual transmission mechanism as claimed in claim 1, wherein the automated manual transmission mechanism comprises:
a motor defining an output shaft;
a clutch wheel securely mounted on the output shaft;
a gear wheel mounted freely on the output shaft;
a surface of the gear wheel facing the clutch wheel being provided with a driven member;
a surface of the clutch wheel facing the gear wheel is provided with a driving member adapted to engage with the driven member once the clutch wheel has rotated by a predetermined angle;
the clutch wheel being connected to a clutch wire at a first end thereof; and
the gear wheel being connected to a gear up-shift wire and a gear down-shift wire.

7. The automated manual transmission mechanism as claimed in claim 1, wherein the automated manual transmission mechanism comprises:
a motor defining an output shaft, the output shaft having spiral thread thereupon;
an intermediate shaft that freely supports a clutch wheel and a gear wheel;
the clutch wheel having teeth on an external surface thereof and being in continuous engagement with the spiral thread as provided on the output shaft of the motor;
a surface of the gear wheel facing the clutch wheel being provided with a driven member;
a surface of the clutch wheel facing the gear wheel is provided with a driving member adapted to engage with the driven member once the clutch wheel has rotated by a predetermined angle;
the clutch wheel being connected to a clutch wire at a first end thereof;
the gear wheel being connected to a gear up-shift wire and a gear down-shift wire; and
a casing for housing the intermediate shaft, the clutch wheel and the gear wheel such that the output shaft of the motor traverses motor to an inside portion of the casing.

8. The automated manual transmission mechanism as claimed in claims 6 or 7, wherein the motor is provided with a mounting bracket for mounting the motor directly to the seat supporting frame of the motor cycle.

9. The automated manual transmission mechanism as claimed in claims 6 or 7, wherein a platform is coupled to the seat supporting frame of the motor cycle vide mounting brackets and the automated manual transmission mechanism is mounted on the platform.

10. The automated manual transmission mechanism as claimed in claim 7, wherein the casing is provided with a mounting bracket for mounting the casing directly to the seat supporting frame of the motor cycle.