FIELD OF THE INVENTION
The present invention relates to motion transmission in vehicles.

BACKGROUND
Compared to vehicles adopting manual transmission, vehicles adopting continuous variable transmissions (CVTs) save the driver from the nuances of shifting gear ratios whenever acceleration or deceleration is needed. Especially in heavy traffic conditions where frequent gear shifting is needed, CVTs provide a huge advantage to the driver. However, the vehicles adopting CVTs suffer from low mileage and are exorbitantly priced, thereby being away from the reach of common man. As a cheaper yet effective alternative, automatic gear shifting mechanisms have been in place for some time, wherein the clutch assembly and gear mechanism get automatically and sequentially actuated by microcontroller by instructing electrical motors or like actuating devices.

In a first type of automated manual transmission mechanism, there is provided a gear shift mechanism, a first actuator for operating the gear shift mechanism, a clutch operation mechanism, a second actuator for operating the clutch actuator mechanism and a controller for controlling the operation of the first actuator and the second actuator. U.S. Patent No. 7,174,984 and U.S. Patent No. 7,380,630 describe such type of automated manual transmission mechanism. Because of use two different actuators, one for operating the gear shift mechanism and another for operating the clutch operation mechanism, the number of parts is high and the cost of this type of automated manual transmission mechanism is prohibitively high. Also, such automated manual transmission mechanisms require lot of space of mounting on a motorcycle.

In a second type of automated manual transmission mechanism, there is provided a single actuator mechanism for operating the gear shift mechanism and the clutch operation mechanism.

By way of example, Indian Patent Application No. 1208/CHE/2007 describes an automated manual transmission for motor vehicle comprising a gear slidably mounted on a motor shaft; a 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.

By way yet another example, 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.

While the automated manual transmission mechanisms described in Indian Patent Application numbers 1208/CHE/2007 and 28/MUM/2013 utilize a single actuator, they still require additional components for enabling the single actuator to sequentially actuate the clutch operation mechanism and the gear shift mechanism. Because of the above, once again their construction is complex and their cost is prohibitively high.

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

OBJECT OF THE INVENTION:
Thus it is an object of the invention to provide an automated manual transmission mechanism comprising a clutch operating mechanism, a gear shifting mechanism and a single actuator for performing the gear shift operation. No additional components are required for enabling the actuator to sequentially actuate the clutch operation mechanism and the gear shift mechanism.

SUMMARY OF THE INVENTION
Accordingly, the present invention provides an automated manual transmission mechanism comprising a clutch operating mechanism, a gear shifting mechanism and an actuator. The actuator is adapted to operate the clutch operating mechanism and the clutch operating mechanism in turn comes in selective contact with the gear shifting mechanism to operate the gear shifting mechanism. Thus, no additional elements are needed for actuating both the clutch operating mechanism and the gear shifting mechanism. Further, by controlling the engagement under which the clutch operating mechanism comes in contact with the gear shifting mechanism, the sequential operation of the clutch operating mechanism and the gear shifting mechanism can be effectively controlled.

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 FIGURES:
The invention will be described and explained with additional specificity and detail with the accompanying figures in which:
Figure 1 illustrates a side view of a motorcycle;
Figure 2 illustrates a top view of the motorcycle;
Figure 3 illustrates a schematic flow diagram of the automated transmission system in accordance with the teachings of the present invention;
Figure 4(a) and 4(b) illustrates constructional details of a clutch operating mechanism and a gear actuating mechanism in accordance with the teachings of the present invention;
Figure 5 illustrates constructional details of a clutch operating mechanism and a gear shifting mechanism in accordance with teachings of the present invention;
Fig 6(a) to Fig 6(j) illustrates possible arrangements of driving means and driven means in accordance with the teachings of the present invention;
Fig 7(a) to Fig 7(e) illustrates the actuation of a gear upshift wire in accordance with the teachings of the present invention;
Fig 8(a) to Fig 8(e) illustrates the actuation of a gear downshift wire in accordance with the teachings of the present invention;
Fig 9(a) to 9(e) illustrates the actuation of a gear upshift wire in accordance with the teachings of the present invention.
Fig 10(a) to Fig 10(e) illustrates the actuation of a gear downshift wire in accordance with the teachings of the present invention.
Figure 11 illustrates the motion transmission element for coupling the automated manual transmission with the drive assembly in accordance with teaching 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 fuel supply device 112 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) is connected to the throttle grip 120 and a valve located within the fuel supply device (not shown in figures 1 and 2) and a rotational operation of the throttle grip is transmitted through the mechanical link to the valve in the fuel supply device . 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.

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 102, 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, the automated manual transmission system 300 in accordance with the teachings of the present invention is illustrated in the form of a schematic block diagram and the system comprises an electronic control unit (microcontroller - 302) that operates the actuator 304. Depending upon the type of actuation, the actuator 304 will enable a gear down-shift or a gear up-shift, which action is accomplished by first actuating the clutch mechanism 306 and then actuating the gear mechanism 308, both of which are present in the vehicle. This enables the power produced by the engine 310 to be appropriately coupled to the wheels 312.

There can be two modes of operations namely manual mode and an automatic mode. In the manual mode, the microcontroller 302 does not take decision regarding the change of gears and such decisions are taken by the driver. By way of a non-limiting example, a set of switches in the form of gear-up switch and gear down switch may be provided on the vehicle for actuation by driver. The actuation is sensed by the microcontroller 302 and depending upon the type of actuation, a corresponding signal is generated and provided to the actuator 304 to enable the actuator to perform the desired action. By way of example, of the driver presses a gear-up switch, the microcontroller generates gear-up signal which is then provided to the actuator 304, which then generates motion corresponding to the gear-up shift and imparts the same to the clutch mechanism 306 and the gear mechanism 308. On the other hand, if the driver presses a gear-down switch, the microcontroller generates gear-down signal which is then provided to the actuator 304, which then generates motion corresponding to the gear-down shift and imparts the same to the clutch mechanism 306 and the gear mechanism 308.

In the automatic mode, the microcontroller may be entrusted with the action of taking a decision in relation to gear-up shift or gear down-shift. In case the microcontroller is entrusted with the action of taking decision in relation to gear up-shift or gear down-shift, then the microcontroller may be operatively coupled to one or more sensors as may be provided in the vehicle to enable the microcontroller to arrive at the decision. By way of non-limiting example, as illustrated in figure 3, the microcontroller may be in operational communication with a RPM sensor 314 which may sense the RPM of the engine and report to the same to microcontroller to enable the microcontroller to take a decision in relation to gear-up shift or gear down-shift. It may be noted that the microcontroller may be adapted to take inputs from multiple sensors to arrive at the decision in relation to gear-up shift or gear down-shift.

By way of a non-limiting example, the microcontroller may decide to perform an automatic gear shift based upon throttle signal from rider 316 (which is sensed by a throttle position sensor (TPS)) and vehicular speed sensing (as sensed by a vehicle speed sensor 318), and in which case the microcontroller senses the TPS signal and may predict following:
a) 0 to 10 % pull of throttle bar - Speed reduction required.
b) 20 to 60 % -maintaining speed.
c) 70 % above- Speed acceleration needed.

Further, the microcontroller compares the TPS signal change rate with the overall vehicle speed change, and contemplates an appropriate gear shift based on comparing the TPS signal change and the current vehicle speed.

In another implementation, the microcontroller senses the speed associated with the vehicle through speed sensors attached to the wheel and determines an appropriate gear shift.

In yet another implementation, the microcontroller senses the engine RPM through the RPM sensor and determines a priority gear selection based on engine RPM.

In yet another implementation, the microcontroller may be entrusted with other activities for example, including an action of controlling a torque output of the engine during a gear shift operation. By controlling the torque output of the engine during the gear shift operation, it is feasible to perform a jerk free gear up-shift or gear down-shift operation. Also, the torque output of the engine can be increased after the requisite gear up-shift and gear down-shift operation has been completed.

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 4, the automated manual transmission mechanism 400 comprises a motor 402 defining an output shaft 404. The motor illustrated herein is a servo motor that allows precise control on rotation of the output shaft. A clutch wheel 406 is securely mounted on the output shaft 404 and a gear wheel 408 is freely mounted on the output shaft 404. A first surface 410 of the clutch wheel 406 facing the gear wheel 408 is provided with a driving member 412 and a second surface 414 of the gear wheel 408 facing the clutch wheel 406 is provided with a pair of driven members 416. During operation, once the clutch wheel 406 has rotated by a predetermined angle, the driving member 412 as provided on the clutch wheel 406 engages with one of the driven members 416 as provided on the gear wheel 408 to thereby transfer motion to the gear wheel 408.

The clutch wheel 406 is connected to a clutch wire 418 at a first end 420 thereof. The gear wheel 408 is connected to a gear up-shift wire 422 at a first end 424 thereof and to a gear down-shift wire 426 at a first end thereof (not visible). Particularly, the first end 424 of the gear up-shift wire 422 and the first end of the gear down-shift wire 426 are connected to diametrically opposite sides of the gear wheel 408. Although not illustrated in figure 4(a), 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.

It can be observed that in the illustrated embodiment, the driving member 412 as provided on the first surface 410 of the clutch wheel 406 along with the pair of driven members 416 as provided on the second surface 414 of the gear wheel 408 function as the engagement means.

While in the illustrated embodiment, the first end 420 of the clutch wire 418 is connected to the clutch wheel using a slot (or a separate element as compared to the driving member 412), it is feasible that the driving member in itself can be constructed such that the same can be used for connecting the clutch wheel 406 to the first end 420 of the clutch wire 418.

Likewise, while in the illustrated embodiment, the first end 424 of the gear up-shift wire 422 and the first end of the gear down-shift wire 426 are connected to the gear wheel using a respective slot (or separate elements), it is feasible that the pair of driven members 416 in themselves can be constructed such that the same can be used for connecting the gear wheel 408 to the first end 424 of the gear up-shift wire 422 and the first end of the gear down-shift wire 426.

Also, although a servo motor is used in said alternative, it is feasible to replace the servo motor with a DC motor 1202 as illustrated in Fig 4(b). As DC motor generally rotates freely at high rpm, a speed reduction mechanism 1302 coupling the motor and the clutch wheel 406 is provided. The speed reduction mechanism 1302 enables for a high rotational speed of the motor 1202 to be reduced to an appropriate operating speed. The rotation of the output shaft can be controlled precisely at reduced operating speeds. The speed reduction mechanisms used to reduce the speed of DC motors are generally known in the art. The mechanical means include reduction of speed by means of a gear box or a rheostat or by using a motor speed controller.

In accordance with a second alternative, which is illustrated in figure 5, the automated manual transmission mechanism 500 comprises a motor 502 defining an output primary shaft 504 having spiral thread 506. The motor illustrated herein is a servo motor that allows precise control on rotation of the output shaft. On a separate secondary shaft 508, there is mounted a clutch wheel 510 and a gear wheel 512. The clutch wheel 510 has teeth 514 on an external surface thereof that are in continuous engagement with the spiral thread 506 as provided on the output shaft 504 of the motor 502. Both the clutch wheel 510 and the gear wheel 512 may be freely mounted on the separate shaft 508 and that the separate shaft 508 can function to define the axis around which the clutch wheel 510 and the gear wheel 512 exhibit rotational motion.

A first surface 516 of the clutch wheel 510 facing the gear wheel 512 is provided with a driving member 518 and a second surface 520 of the gear wheel 512 facing the clutch wheel 510 is provided with a driven member 522. During operation, once the clutch wheel 510 has rotated by a predetermined angle, the driving member 518 as provided on the clutch wheel 510 engages with the driven member 522 as provided on the gear wheel 512 to thereby transfer motion to the gear wheel 512.

The clutch wheel 510 is connected to a clutch wire 524 at a first end thereof. The gear wheel 512 is connected to a gear up-shift wire 526 at a first end thereof and to a gear down-shift wire 528 at a first end thereof. Particularly, the first end of the gear up-shift wire 526 and the first end of the gear down-shift wire 528 are connected to diametrically opposite sides of the gear wheel 512.

While in the illustrated embodiment, the first end of the clutch wire 524 is connected to the driving member 518 of the clutch wheel, it is feasible to connect clutch wire using a slot (or a separate element as compared to the driving member).

Likewise, while in the illustrated embodiment, the first end of the gear up-shift wire 526 and the first end of the gear down-shift wire 528 are connected to the gear wheel using a respective slot (or separate elements), it is feasible that the first end of the gear up shift wire is connected to one end of the driven member and the first end of the gear downshift wire is connected to another end of the driven member.

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 this embodiment, a casing 530 is provided for housing the separate shaft 508, the clutch wheel and the gear wheel. The motor 502 can be provided outside the casing and the output shaft 504 of the motor can traverse to an inside portion of the casing.

Also, although a servo motor is used in said alternative, it is feasible to replace the servo motor with a DC motor. As standard DC motor generally rotates at high rpm, a speed reduction mechanism coupling the motor and the clutch wheel is provided. The speed reduction mechanism enables for a high rotational speed of the motor to be reduced to an appropriate operating speed. The angle of rotation of the output shaft can be controlled precisely at reduced operating speeds. The speed reduction mechanisms used to reduce the speed of DC motors are generally known in the art. The mechanical means include reduction of speed by means of a gear box or a rheostat or by using a motor speed controller.

Figure 6, by way of non-limiting examples, illustrates various arrangements of driving means and driven means which can be used in the above discussed alternatives of the automatic manual transmission mechanisms.

In accordance with a first arrangement, as illustrated in Fig 6(a), a clutch wheel 602 comprises a protrusion 612 extending outwardly from a first surface of the clutch wheel 602. The said protrusion 612 may be made integral with the clutch wheel 602 or may be attached to the first surface of the clutch wheel 602 by mechanical means. The said protrusion 612 extending from the first surface of the clutch wheel 602 is the driving means for the said arrangement.

A gear wheel 606, in said first arrangement, comprises a first 616a and a second 616b protrusion extending outwardly from the second surface of the gear wheel 606. The said protrusions may be made integral with the gear wheel 606 or may be attached to the second surface of the gear wheel 606 by mechanical means. The said first protrusion and second protrusion extending form the second surface of the gear wheel are driven means for the said arrangement.

All the three protrusions 612, 616a, 616b are located at the same radial distance from the axis of rotation around which the clutch wheel 602 and the gear wheel 606 exhibit rotational motion. Also, said protrusions are spaced apart at pre-determined angular distances. The said protrusions may be substantially cylindrical pin like elements or plate like elements.

During operation, when the clutch wheel 602 rotates by an angle in excess of a pre-determined angle in the anticlockwise direction, the protrusion 612 on the clutch wheel 602 engages with the first protrusion 616a on the gear wheel 606 to thereby transfer motion to the gear wheel 606. Likewise, when the clutch wheel 602 rotates in clockwise direction, the protrusion 612 on the clutch wheel 602 engages with the second protrusion 616b on the gear wheel 606 to thereby transfer motion to the gear wheel.

In accordance with a second arrangement, as illustrated in Fig 6(b), a clutch wheel 602 comprises a first 612a and a second 612b protrusions extending outwardly from a first surface of the clutch wheel 602. The said protrusions may be made integral with the clutch wheel 602 or may be attached to the first surface of the clutch wheel 602 by mechanical means. The said first 612a and second 612b protrusions extending from the first surface of the clutch wheel 602 are the driving means for the said arrangement.

A gear wheel 606, in said second arrangement, comprises a protrusion 616 extending outwardly from the second surface of the gear wheel. The said protrusion 616 may be made integral with the gear wheel 606 or may be attached to the second surface of the gear wheel 606 by mechanical means. The said protrusion 616 extending form the second surface of the gear wheel is driven means for the said arrangement.

All the three protrusions 612a, 612b and 616 are located at the same radial distance from the axis of rotation around which the clutch wheel and the gear wheel exhibit rotational motion. Also, said protrusions are spaced apart at pre-determined angular distances. The said protrusions may be substantially cylindrical pin like elements or plate like elements.

During operation, when the clutch wheel 602 rotates by an angle in excess of a pre-determined angle in the anticlockwise direction, the first protrusion 612a on the clutch wheel 602 engages with the protrusion 616 on the gear wheel 606 to thereby transfer motion to the gear wheel 606. Likewise, when the clutch wheel 602 rotates in clockwise direction, the second protrusion 612b on the clutch wheel 602 engages with the protrusion 616 on the gear wheel to thereby transfer motion to the gear wheel.

In accordance with a third arrangement, as illustrated in Fig 6(c), a clutch wheel 602 comprises an arc shaped protrusion 612 extending outwardly from the first surface of the clutch wheel, having a first 612a and a second 612b open ends,. The said protrusion 612 may be made integral with the clutch wheel 602 or may be attached to the first surface of the clutch wheel 602 by mechanical means. The said wall 612 is the driving mean for the said arrangement.

A gear wheel 606, in said third arrangement, comprises a first 616a and a second 616b protrusions extending outwardly from the second surface of the gear wheel 606. The said protrusions 616a, 616b may be made integral with the gear wheel 606 or may be attached to the second surface of the gear wheel 606 by mechanical means. The said first 616a and second 616b protrusions extending form the second surface of the gear wheel 606 are driven means for the said arrangement. The said protrusions may be substantially cylindrical pin like elements or plate like elements.

During operation, when the clutch wheel 602 rotates by an angle in excess of a pre-determined angle in the anticlockwise direction, the first end 612a of the said wall engages with the first protrusion 616a on the gear wheel 606 to thereby transfer motion to the gear wheel 606. Likewise, when the clutch wheel rotates in clockwise direction, the second end 612b of the said wall on the clutch wheel 602 engages with the second protrusion 616b on the gear wheel to thereby transfer motion to the gear wheel.

In accordance with a fourth arrangement, as illustrated in Fig 6(d), a clutch wheel 602 comprises a first 612a and a second 612b protrusions extending outwardly from a first surface of the clutch wheel. The said protrusions may be made integral with the clutch wheel 602 or may be attached to the first surface of the clutch wheel by mechanical means. The said protrusions are the driving means for the said arrangement. The said protrusions may be substantially cylindrical pin like elements or plate like elements.

A gear wheel 606, in said fourth arrangement, comprises an arc shaped protrusion 616 having first 616a and second 616b open ends, extending outwardly from a second surface of the gear wheel 606. The said protrusion 616 may be made integral with the gear wheel 606 or may be attached to the second surface of the gear wheel 606 by mechanical means. The said wall 616 extending form the second surface of the gear wheel is driven means for the said arrangement.

During operation, when the clutch wheel 602 rotates by an angle in excess of a pre-determined angle in the anticlockwise direction, the first protrusion 612a of the clutch wheel 602 engages with the first end 616a of the protrusion 616 of the gear wheel 606 to thereby transfer motion to the gear wheel 606. Likewise, when the clutch wheel 602 rotates in clockwise direction, the second protrusion 612a on the clutch wheel 602 engages with the second end 616b of the arc shaped protrusion 616 of the gear wheel 606 to thereby transfer motion to the gear wheel 606.

In accordance with a fifth arrangement, as illustrated in Fig 6(e), a clutch wheel 602 comprises an arc shaped protrusion 612 extending outwardly from a first surface of the clutch wheel having first 612a and second 612b open ends. The said arc shaped protrusion 612 may be made integral with the clutch wheel 602 or may be attached to the first surface of the clutch wheel 602 by mechanical means. The said wall is the driving means for the said arrangement.

A gear wheel 606, in said fifth arrangement, comprises a protrusion 616 extending outwardly from a second surface of the gear wheel 606. The said protrusion 616 may be made integral with the gear wheel 606 or may be attached to the second surface of the gear wheel 606 by mechanical means. The said protrusion extending form the second surface of the clutch wheel is driven means for the said arrangement. The said protrusions may be substantially cylindrical pin like element or plate like element.

During operation, when the clutch wheel rotates by an angle in excess of a pre-determined angle in the anticlockwise direction, the first 612a open end of the wall of the clutch wheel 602 engages with the protrusion 616 of the gear wheel to thereby transfer motion to the gear wheel 606. Likewise, when the clutch wheel 602 rotates in clockwise direction, the second 612b open end of the clutch wheel engages with the protrusion 616 of the gear wheel 606 to thereby transfer motion to the gear wheel 606.

In accordance with a sixth arrangement, as illustrated in Fig 6(f), a clutch wheel 602 comprises a protrusion 612 extending outwardly from a first surface of the clutch wheel 602. The said protrusion may be made integral with the clutch wheel 602 or may be attached to the first surface of the clutch wheel 602 by mechanical means. The said protrusion 612 is the driving means for the said arrangement. The said protrusion may be substantially cylindrical pin like element or plate like element.

The gear wheel 606, in said sixth arrangement, comprises an arc shaped protrusion 616 extending outwardly from the second surface of the gear wheel 606, having a first 616a and a second 616b open ends,. The said wall 616 may be made integral with the gear wheel 606 or may be attached to the second surface of the gear wheel 606 by mechanical means. The said wall 616 is the driven means for the said arrangement.

During operation, when the clutch wheel 602 rotates by an angle in excess of a pre-determined angle in the anticlockwise direction, the protrusion 612 of the clutch wheel engages the first open end 616a of the protrusion 616 of the gear wheel 606 to thereby transfer motion to the gear wheel 606. Likewise, when the clutch wheel 602 rotates in clockwise direction, the protrusion 612 of the clutch wheel 602 engages the second open end 616b of the protrusion 616 of the gear wheel 606 to thereby transfer motion to the gear wheel.

In accordance with a seventh arrangement, as illustrated in Fig 6(g), a clutch wheel 602 comprises an arc shaped protrusion 612 having first 612a and second 612b open ends, extending outwardly from a first surface of the clutch wheel. The said protrusion 612 may be made integral with the clutch wheel 602 or may be attached to the second surface of the clutch wheel 602 by mechanical means. The said wall 612 is the driving means for the said arrangement.

A gear wheel 606, in said seventh arrangement, comprises an arc shaped wall 616 having first 616a and second 616b open ends, extending outwardly from a second surface of the gear wheel 606. The said protrusion 616 may be made integral with the gear wheel 606 or may be attached to the second surface of the gear wheel 606 by mechanical means.

During initial position or the position before the clutch wheel 602 is actuated, the first end 612a of the protrusion 612 of said clutch wheel 602 faces the first end 616a of the protrusion 616 of the said gear wheel 606 without abutting the same. Likewise, the second end 612b of the protrusion 612 of said clutch wheel 602 faces the second end 616b of the protrusion 616 of the said gear wheel 606 without abutting the same.

During operation, when the clutch wheel 602 rotates by an angle in excess of a pre-determined angle in the anticlockwise direction, the first end 612a of the protrusion 612 of the clutch wheel 602 engages the first end 616a of the protrusion 616 of the gear wheel 606 to thereby transfer motion to the gear wheel. Likewise, when the clutch wheel 602 rotates in clockwise direction, the second end 612b of the protrusion of the clutch wheel engages the second end 616b of the protrusion of the gear wheel to thereby transfer motion to the gear wheel.

In accordance with an eighth arrangement, as illustrated in Fig 6(h), a clutch wheel 602 comprises an arc shaped groove 612. The said groove is bounded by a bottom surface, a first side wall 612a, a second side wall 612b and two opposite walls extending between the said side walls. The said groove in the clutch wheel 602 acts as driving means.

A gear wheel 606, in said eighth arrangement, comprises a protrusion 616 extending outwardly from second surface of the gear wheel. The said protrusion 616 may be made integral with the gear wheel or may be attached to the second surface of the gear wheel by mechanical means. The said protrusion 616 acts as driven means and is received in said groove 612 of the clutch wheel 602. During initial position or before the clutch wheel is actuated, the said protrusion does not abut either the bottom surface or the walls of said groove. The said protrusion may be substantially cylindrical pin like element or plate like element.

During operation, when the clutch wheel 602 rotates by an angle in excess of a pre-determined angle in the anticlockwise direction, the second side wall 612a of the groove of the clutch wheel 602 engages with the protrusion 616 extending from the gear wheel 606 to thereby transfer motion to the gear wheel 606. Likewise, when the clutch wheel 602 rotates in clockwise direction, the first side wall 612b of the groove 612 of the clutch wheel 602 engages with the protrusion 616 extending from the gear wheel to thereby transfer motion to the gear wheel.

In accordance with the ninth arrangement, as illustrated in Fig 6(i), a clutch wheel 602 comprises a protrusion 612 extending outwardly from a first surface of the clutch wheel 602. The said protrusion 612 may be made integral with the clutch wheel 602 or may be attached to the first surface of the clutch wheel 602 by mechanical means. The said protrusion 612 acts as driving means and is received in a groove 616 of a gear wheel 606. The said protrusion 612 is capable of freely moving in the said groove. The said protrusions may be substantially cylindrical pin like element or plate like element or a spring loaded ball.

A gear wheel 606 comprises the arc shaped groove 616. The said groove is bounded by a bottom surface, a first side wall 616a, a second side wall 616b and two opposite walls extending between the said side walls. The said groove 616 in the gear wheel 606 acts as driven means.

During operation, when the clutch wheel rotates by an angle in excess of a pre-determined angle in the anticlockwise direction, the said protrusion 612 of the clutch wheel 602 engages with the second side wall 616b of the gear wheel 606 to thereby transfer motion to the gear wheel 606. Likewise, when the clutch wheel 602 rotates in clockwise direction, the said protrusion 612 of the clutch wheel 602 engages with the first side wall 616a of the gear wheel 606 to thereby transfer motion to the gear wheel 606.

In accordance with a tenth arrangement, as illustrated in Fig 6(j), the clutch wheel 602 comprises first 612a and second 612b protrusions extending outwardly from a first surface of the clutch wheel 602. The said protrusions may be made integral with the clutch wheel 602 or may be attached to the first surface of the clutch wheel 602 by mechanical means. The said first 612a and second 612b protrusions extending from the first surface of the clutch wheel 602 are the driving means for the said arrangement.

The gear wheel 606, in said second arrangement, comprises first 616a and second 616b protrusions extending outwardly from the second surface of the gear wheel. The said first 616a and second 616b protrusions may be made integral with the gear wheel 606 or may be attached to the second surface of the gear wheel 606 by mechanical means. The said first 616a and second 616b protrusions extending form the second surface of the gear wheel is driven means for the said arrangement.

All the four protrusions 612a, 612b, 616a and 616b are located at the same radial distance from the axis of rotation around which the clutch wheel and the gear wheel exhibit rotational motion. Also, said protrusions are spaced apart at pre-determined angular distances. The said protrusions may be substantially cylindrical pin like elements or plate like elements.

During operation, when the clutch wheel 602 rotates by an angle in excess of a pre-determined angle in the anticlockwise direction, the first protrusion 612a on the clutch wheel 602 engages with the first protrusion 616a on the gear wheel 606 to thereby transfer motion to the gear wheel 606. Likewise, when the clutch wheel 602 rotates in clockwise direction, the second protrusion 612b on the clutch wheel 602 engages with the second protrusion 616b on the gear wheel to thereby transfer motion to the gear wheel.

Figure 7 illustrates the actuation of a gear-upshift wire in accordance with the teachings of the present invention. Fig 7(a) illustrates the clutch wheel 702 mounted on a shaft 700 around which the clutch wheel and a gear wheel exhibit rotational motion. As illustrated in embodiments discussed in Fig 4, 5 and 6, the clutch wheel and the gear wheel can be mounted on the shaft of the motor or a secondary shaft. The said clutch wheel 702 has a first driving means 712a and a second driving means 712b located on a first surface of said clutch wheel. The gear wheel 706, in selective arrangement with the clutch wheel 702, comprises a first driven means 716a and a second driven means 716b located on the second surface of the gear wheel. When a controller detects a need for gear upshift, the controller actuates the motor in a first direction such that starting from an initial position , the clutch wheel 702 rotates in a first direction thereby exerting a pulling force on a clutch wire. The clutch wire in turn actuates a clutch assembly so as to disengage a gear mechanism from the rotary power generated by an engine. After the clutch wheel 702 has rotated by a pre-determined angle, the said first driving means 712a comes in an abutting relationship with the first driven means 716a as illustrated in Fig 7(b). On further movement of the clutch wheel in excess of the pre-determined angle, the first driving means 712a of the clutch wheel gets engaged with the first driven means 716a of the gear wheel and rotates the gear wheel such that the gear up shift wire 708 is actuated and results in gear up-shift action as illustrated in Fig 7(c). After the gear upshift action is completed, the controller actuates the motor in an opposite direction. On rotation of the clutch wheel 702 in the opposite direction, the clutch wheel is brought to the initial position and pulling force ceases to act on the clutch wire and the gear wheel also returns to its initial position as described in Fig 7(d) and 7(e). Although not illustrated in detail, the motor on returning to its initial position may stop at one or more intermediate stages to partially engage the clutch wheel 702.

Figure 8 describes the actuation of a gear-downshift wire in accordance with the teachings of the present invention. Fig 8(a) illustrates a clutch wheel 802 mounted on a shaft 800 around which the clutch wheel 802 and a gear wheel 806 exhibit rotational motion. As illustrated in embodiments discussed in Fig 4, 5 and 6, the clutch wheel and the gear wheel can be mounted on the shaft of the motor or a secondary shaft. The said clutch wheel 802 has a first driving means 812a and a second 812b driving means located on a first surface of said clutch wheel 802. The gear wheel 806, in selective arrangement with the clutch wheel 802, comprises a first driven means 816a and a second driven means 816b located on a second surface of the gear wheel 806. When a controller detects a need for gear downshift, the controller actuates the motor in a second direction such that starting from an initial position , the clutch wheel rotates in a second direction thereby exerting a pulling force on a clutch wire. The clutch wire in turn actuates a clutch assembly so as to disengage a gear mechanism from rotary power generated by an engine. After the clutch wheel 802 has rotated by a pre-determined angle, the said second driving means 812b comes in an abutting relationship with the second driven means 816b as illustrated in Fig 8(b). On further movement of the clutch wheel 802 in excess of the pre-determined angle, the second driving means 812b of the clutch wheel 802 gets engaged with the second driven means 816b of the gear wheel 806 and rotates the gear wheel 806 such that a gear down shift wire 810 is actuated and results in gear down-shift action as illustrated in Fig 8(c). After the gear downshift action is completed, the controller actuates the motor in an opposite direction. On rotation of the clutch wheel 802 in the opposite direction, the clutch wheel 802 is brought to its initial position and pulling force ceases to act on the clutch wire and the gear wheel also returns to its initial position as illustrated in Fig 8(d) and Fig 8(e). Although not illustrated in detail, the motor on returning to its initial position may stop at one or more intermediate stages to partially engage the clutch.

Figure 9 illustrates the actuation of a gear-upshift wire in accordance with the teachings of the present invention. Fig 9(a) illustrates the clutch wheel 902 mounted on a shaft 900 around which the clutch wheel 902 and a gear wheel 906 exhibit rotational motion. As illustrated in embodiments discussed in Fig 4, 5 and 6, the clutch wheel and the gear wheel can be mounted on the shaft of the motor or a secondary shaft. The said clutch wheel 902 has a driving means 912 located on a first surface. The gear wheel 906, in selective arrangement with the clutch wheel 902, comprises a first driven means 916a and a second driven means 916b located on a second surface of the gear wheel. When a controller detects a need for gear upshift, the controller actuates the motor in a first direction such that starting from an initial position , the clutch wheel 902 rotates in a first direction thereby exerting a pulling force on a clutch wire. The clutch wire in turn actuates a clutch assembly so as to disengage the gear mechanism from the rotary power generated by an engine. After the clutch wheel 902 has rotated by a pre-determined angle, the said driving means 912 comes in an abutting relationship with the first driven means 916a as illustrated in Fig 9(b). On further movement of the clutch wheel in excess of the pre-determined angle, the first driving means 912a of the clutch wheel gets engaged with the first driven means 916a of the gear wheel and rotates the gear wheel such that a gear up shift wire 908 is actuated and results in gear up-shift action as illustrated in Fig 9(c). After the gear upshift action is completed, the controller actuates the motor in an opposite direction. On rotation of the clutch wheel in the opposite direction, the clutch wheel 902 is brought to the initial position and pulling force ceases to act on the clutch wire and the gear wheel 906 also returns to its initial position as described in Figs 9(d) and 9(e). Although not illustrated in detail, the motor on returning to its initial position may stop at one or more intermediate stages to partially engage the clutch.

Figure 10 describes the actuation of a gear-downshift wire in accordance with the teachings of the present invention. Fig 10(a) illustrates a shaft around which the clutch wheel 1002 and a gear wheel 1006 exhibit rotational motion. As illustrated in embodiments discussed in Fig 4, 5 and 6, the clutch wheel and the gear wheel can be mounted on the shaft of the motor or a secondary shaft. The said clutch wheel 1002 has a first driving means 1012 located on a first surface. The gear wheel 1006, in selective arrangement with the clutch wheel 1002, comprises a first driven means 1016a and a second driven means 1016b located on a second surface of the gear wheel 1006. When a controller detects a need for gear downshift, the controller actuates the motor in a second direction such that starting from an initial position , the clutch wheel rotates in the second direction thereby exerting a pulling force on a clutch wire. The clutch wire in turn actuates a clutch assembly so as to disengage a gear mechanism from rotary power generated by an engine. After the clutch wheel 1002 has rotated by a pre-determined angle, said driving means 1012 comes in an abutting relationship with the second driven means 1016b as illustrated in Fig 10(b). On further movement of the clutch wheel 1002 in excess of the pre-determined angle, the driving means 1012 of the clutch wheel 1002 gets engaged with the second driven mean 1016b of the gear wheel and rotates the gear wheel 1006 such that a gear down shift wire 1010 is actuated and results in gear downshift action as illustrated in Fig 10(c). After the gear downshift action is completed, the controller actuates the motor in the opposite direction. On rotation of the clutch wheel 1002 in the opposite direction, the clutch wheel 1002 is brought to the initial position and pulling force ceases to act on the clutch wire and the gear wheel also returns to its initial position as illustrated in Fig 10(d) and Fig 10(e). Although not illustrated in detail, the motor on returning to its initial position may stop at one or more intermediate stages to partially engage the clutch.

Figure 11 illustrates the motion transmission element for coupling the automated manual transmission with the drive assembly. When the gear wheel 1106 rotates in anticlockwise direction, the gear-upshift wire 1108 is pulled, causing the gear wheel 1106 to rotate in anti-clockwise direction due to which the link mechanism 1102 operates to rotate the gear shaft 1104, thereby changing the gear from a lower to a higher.

Similarly to change the gear from higher to lower, the gear wheel 1106 rotates in clockwise direction causing gear downshift wire 1110 to be pulled due to which the link mechanism 1102 operates to rotate the gear shaft 704, thereby changing the gear from a lower to a higher.

Also, the microcontroller of the present invention is adapted to control the output torques of the engine during the gear shift operation. The torque interruption or reduction techniques of the engine during gear shift operation are numerous and are already known in the art. Examples of such torques damping systems include:

Indian Patent Application No. 4047/CHE/2011 discloses a torque damping system for a carburetor automatic manual transmission equipped engine comprising 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 to control the output torque of the engine during the gearshift operation.

Indian Patent Application No. 22012/DEL/2014 discloses a single actuation system for controlling the throttle valve in a carburetor, a clutch operating mechanism and a gear actuation mechanism. The said system controls the position of a throttle valve during the gear shift operation by changing effective length of a mechanical link.

Indian Patent Application No. 2380/CHE/2009 discloses an engine torque damping system for a two-wheeler with auto clutch transmission system comprising an electronic control unit , an engine speed sensor , a throttle position sensor , and a gear position sensor, wherein the said electronic control unit senses the engine transmission in first gear by means of said gear position sensor and throttle position beyond a predetermined first state by means of said throttle position sensor, and retards the ignition timing based on the rate of change of the engine speed.

US 2008/0064567 A1 discloses a method and system for controlling output torque of an internal combustion engine during a gearshift in an automatic shift manual transmission coupled to the engine. The transmission includes a multiplicity of gears and a clutch actuated by a transmission control unit (TCU),which controls clutch disengagement, gear change, and clutch re-engagement. The engine includes an engine control unit in communication with the TCU. The method includes determining engine operator demanded engine torque, sending a signal to the engine control unit in response to actuation of the clutch and computing in the engine control unit in response to the sent clutch actuation signal and the determined engine operator demanded engine torque, a control signal for the engine, such engine, in response to such control signal changing engine torque during the gear change to substantially match demanded engine torque when the clutch is re-engaged.

US541100 A discloses ignition timing control system for internal combustion engine which monitors the state of an automated transmission and when it finds that that gear shift is in progress, conducts control to reduce engine output torque by retarding ignition timing and the like, thereby eliminating the unpleasant sensation that would otherwise be experiences by the passenger during gear shift.

US 8332127 B2 discloses a system comprising a torque control module, a combustion prediction module, and a fuel control module wherein the torque control module sets spark timing of an engine to produce a drive torque and determines an amount of delay to add to the spark timing to decrease the drive torque by a predetermined torque.

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

CLIAMS:WE CLAIM:

1. An automated manual transmission system for use in a vehicle comprising an engine generating a rotary power, a gear mechanism for transmitting the rotary power of the engine to a wheel, and a clutch assembly operable to separate the gear mechanism from the rotary power generated by the engine, said automated manual transmission system comprising:
• a gear wheel;
• a clutch wheel acting as a source of motion for the gear wheel; and
• a motor acting as a source of motion for the clutch wheel.

2. The automated manual transmission system as claimed in claim 1, wherein the motor defines an output shaft, the clutch wheel is mounted on the output shaft so as to be continuously engaged thereto, the gear wheel is mounted on the shaft such that that the gear wheel is not engaged to the shaft.

3. The automated manual transmission system as claimed in claim 1, wherein motor defines a primary shaft, the clutch wheel and the gear wheel are mounted on a secondary shaft, the clutch wheel is continuously engaged to said primary shaft.

4. The automated manual transmission system as claimed in claim 1, further comprising an engagement mechanism for selectively engaging the gear wheel to the clutch wheel.

5. The automated manual transmission system as claimed in claim 4, wherein the engagement mechanism comprises a first means disposed on a first surface of the clutch wheel and a second means disposed on a second surface of the gear wheel, wherein the first surface of the clutch wheel faces the second surface of the gear wheel and the first means and the second means come in an abutting relationship with each other at predetermined angular orientation of the clutch wheel with respect to the gear wheel.

6. The automated manual transmission as claimed in claim 5 wherein first means includes a substantially cylindrical pin like element or a plate like element extending outwardly from the first surface of the clutch wheel.

7. The automated manual transmission as claimed in claim 5 wherein first means includes an arc shaped protrusion extending outwardly from the first surface of the clutch wheel.

8. The automated manual transmission as claimed in claim 5 wherein first means includes an arc shaped groove in the first surface of the clutch wheel.

9. The automated manual transmission as claimed in claim 5 wherein the second means includes a substantially cylindrical pin like element or a plate like element extending outwardly from the second surface of the gear wheel.

10. The automated manual transmission as claimed in claim 5 wherein said second means include an arc shaped protrusion extending outwardly from the second surface of the gear wheel

11. The automated manual transmission as claimed in claim 5 wherein said second means include an arc shaped groove in the second surface of the gear wheel.

12. The automated manual transmission system as claimed in claim 1, wherein a controller is adapted to detect a need for gear up-shift and in response thereto actuate the motor in a first direction such that:
o starting from an initial position, the clutch wheel rotates in the first direction thereby exerting a pulling force on a clutch wire, the clutch wire in turn actuates the clutch assembly so as to disengage the gear mechanism from the rotary power generated by the engine;
o after the clutch wheel has rotated by an angle in excess of a predetermined angle in the first direction, the clutch wheel gets engaged with the gear wheel and rotates the gear wheel such that a gear up-shift wire is actuated and results in gear up-shift action.

13. The automated manual transmission system as claimed in claim 12 , wherein the controller is adapted to detect completion of gear up-shift action and in response thereto actuate the motor in an opposite direction such that:
o the clutch wheel is brought to the initial position where the pulling force ceases to act upon the clutch wire ; and
o the gear wheel returns to the initial position.

14. The automated manual transmission as claimed in claim 13 wherein the motor may stop at one or more intermediate stages to partially engage the clutch.

15. The automated manual transmission system as claimed in claim 1, wherein a controller is adapted to detect a need for gear down-shift and in response thereto actuate the motor in a second direction such that:
o starting from an initial position, the clutch wheel rotates in the second direction thereby exerting a pulling force on a clutch wire, the clutch wire in turn actuates a clutch assembly so as to disengage the gear mechanism from the rotary power generated by the engine;
o after the clutch wheel has rotated by an angle in excess of a predetermined angle in the second direction, the clutch wheel gets engaged with the gear wheel and rotates the gear wheel such that a gear down-shift wire is actuated and results in a gear down-shift.

16. The automated manual transmission system as claimed in claim 15, wherein the controller is adapted to detect completion of a gear down-shift action and in response thereto actuate the motor in an opposite direction such that:
o the clutch wheel is brought to the initial position where the pulling force ceases to act upon the clutch wire;
o the gear wheel returns to the initial position

17. The automated manual transmission as claimed in claim 16 wherein the motor may stop at one or more intermediate stages to partially engage the clutch.

18. The automated manual transmission as claimed in claim 1 to 17 wherein the controller is adapted to detect the disengagement of the gear mechanism from the rotary power generated by the engine and in response thereto reduce the output power of an engine from a first state to a second state wherein the first state corresponds to high rotary power generating state of the engine and the second state corresponds to a low power generating state of the engine.