WO2017187221A1

WO2017187221A1 - Automatic clutch and gear shifter

Info

Publication number: WO2017187221A1
Application number: PCT/IB2016/052326
Authority: WO
Inventors: Rajeev DANGWAL; Pawan Kumar
Original assignee: Napino Auto And Electronics Limited
Priority date: 2016-04-25
Filing date: 2016-04-25
Publication date: 2017-11-02

Abstract

The present invention discloses an automatic clutch and gear shifter, wherein at least one motor controls throttle, clutch and gear (all three) for accomplishing an automatic gear shift. This ensures prefect smooth auto gear shifting without causing any jerk.

Description

AUTOMATIC CLUTCH AND GEAR SHIFTER

FIELD OF THE INVENTION

The present disclosure relates to motion transmission system in vehicles.

BACKGROUND

Continuous variable transmissions (CVTs) are advantageous over manual transmissions as the driver is saved from the nuances of manually shifting gear ratios whenever frequent acceleration or deceleration is needed, especially in heavy traffic conditions. However, the vehicles adopting CVTs suffer from low mileage and are exorbitantly priced, thereby being away from the reach of common man. As a cheaper yet effective alternative, automatic gear shifting mechanisms have been in place for some time, wherein the gear mechanism and clutch assembly get automatically and sequentially actuated by microcontroller by instructing an electrical motor or like actuating device. Such gear shift mechanisms are also implementable within the two wheeled vehicles.

Yet, conventional automatic gear shifting mechanisms operate without exercising any control over the throttle bar. Accordingly, if the rider keeps on accelerating at the point of requirement of gear change, the automatic changeover of gears is accompanied with a jerk, or the automatic gear shifting is delayed till the rider relaxes the throttle. As an exemplary real life situation, consider a scenario that vehicle is running at 3rd gear, and the rider accelerates, reaches a maximum throttle level, and maintains the same level for more acceleration. Under such scenario, a microcontroller within the conventional automatic gear shifters will detect that one of the conditions for gear shift is satisfied. In case the microcontroller is programmed to cause automatic gear shift without taking into consideration the position of the throttle (which is seldom the case), a jerk is caused, because of the throttle being in a non-relaxed state. Such jerk can put the passenger safety in jeopardy. Considering the congested driving conditions and bumpy road conditions, especially in India, a two wheeler driver is always at a risk of losing balance if the jerks are caused during the gear shift.

Hence, in most of the scenarios, the microcontroller is programmed to take into consideration the throttle position and in case the throttle is in non-relaxed state, wait for the driver to relax the throttle bar. Once the throttle bar has been relaxed, the gear shift will be performed. The second alternative mentioned above, while enhancing passenger safety, results in substantial delay in gear shifting, needs attention of the driver to detect that throttle bar needs to be relaxed and can adversely affect the mileage of the vehicle.

In addition, conventional automatic gear shift mechanisms are complex in their architecture, such that that it is quite difficult and expensive affair to retrofit such mechanisms within the vehicle.

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. The electric motor rotates causing the helical screw arrangement and the worm wheel arrangement to rotate, thereby causing the gearshift cam drum to rotate. However, as mentioned above, the aforesaid document does not exert any control over the throttle. Furthermore, such an arrangement is not suitable for retro-fitment as this mechanism needs substantial changes to crankcase.

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. The aforesaid construction is complicated and may not be cost effective. Furthermore, this document does not teach exerting control over the throttle.

Indian Patent Application No. 4591/CHE/2011 discloses a four-stroke internal combustion engine having a single actuation system for both clutch and gear shift actuation, the said single actuation system comprises a multi-step gear shift mechanism wherein a gear shift actuator system is mounted on the crankcase as viewed from the side. This document also does not teach exerting control over the throttle.

Indian patent Application No. 4588/CHE/2011 discloses a system for continuous position sensing of gear shift lever and clutch shift lever comprising: an automatic manual transmission equipped engine having a clutch actuator configured to actuate clutch and shift actuator configured to shift the change gears; a controller for activating the shift actuator and clutch actuator; and at least one motor input current sensing means for shift actuator and clutch actuator; wherein said controller based on motor input current for shift actuator and clutch actuator provides input power to shift actuator and clutch actuator respectively. It can be thus observed that even this document does not teach exerting control over the throttle.

Indian Patent Application No. 4047/CHE/2011 discloses a torque damping system for a carburetor automatic manual transmission vehicle comprising an automatic manual transmission equipped engine having a clutch actuator configured to actuate clutch and shift actuator configured to shift gears; a controller for activating the shift actuator and clutch actuator; a carburetor having a first air path; a secondary air path with a flow control valve placed parallel to the first air path; and wherein the controller regulates the flow control valve and ignition timing during gear shifting. While the aforesaid document teaches a way of dampening torque, the principle followed is entirely different. To follow the aforesaid principle, the construction of the vehicle has to be extensively modified to include the secondary air path, which will have huge cost implications. Space may be a constraint in some vehicles for inclusion of the secondary air path. Further, this document does not teach exerting control over the throttle. Furthermore, adopting such a construction during retro- fitment may not be feasible.

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. The aforesaid construction is complicated and may not be cost effective. Furthermore, this document does not teach exerting control over the throttle.

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:

It is an object of the invention to provide a synchronized control of throttle mechanism, clutch assembly, and gear mechanism during an automatic gear shift.

Another object of the invention is to provide jerk-free automatic gear shift by ensuring a smooth lowering and rising of throttle, irrespective of rider's action.

A further object of the invention is to make the automatic gear shifter assembly which can be easily retrofitted within the vehicle.

SUMMARY OF THE INVENTION

Accordingly, the present invention provides an automated manual transmission system that actuates a clutch assembly, a throttle mechanism and a gear mechanism during a gear shifting operation thereby ensuring a smooth changeover.

Particularly, the present invention provides an automated manual transmission system comprising at least one motor controlling a throttle control mechanism, a clutch operating mechanism and a gear actuating mechanism for accomplishing an automatic gear shift. This ensures prefect smooth auto gear shifting without causing any jerk.

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. The invention will be described and explained with additional specificity and detail with the accompanying figures. BRIEF DESCRIPTION OF THE DRAWINGS

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 drawing. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting its scope. 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 a schematic flow diagram of the automated transmission system in accordance with the teachings of the present invention;

Figure 4 illustrates a block diagram of the automated transmission system in accordance with the teachings of the present invention;

Figure 5 illustrates a detailed block diagram of the automated transmission system in accordance with the teachings of the present invention;

Figure 6 illustrates construction of the throttle control mechanism in accordance with a first embodiment of the invention;

Figure 7 illustrates construction of the throttle control mechanism in accordance with a second embodiment of the invention;

Figure 8 illustrates construction of the throttle control mechanism in accordance with a third embodiment of the invention;

Figure 9 illustrates construction of the throttle control mechanism in accordance with a forth embodiment of the invention;

Figure 10 illustrates construction of the throttle control mechanism in accordance with a fifth embodiment of the invention;

Figure 11 illustrates construction of the throttle control mechanism in accordance with a sixth embodiment of the invention;

Figure 12 illustrates construction of the clutch operating mechanism in accordance with a first embodiment of the invention;

Figure 13 illustrates construction of the clutch operating mechanism in accordance with a second embodiment of the invention;

Figure 14 illustrates construction of the clutch operating mechanism in accordance with a third embodiment of the invention; Figure 15 illustrates construction of the gear actuating mechanism in accordance with a first embodiment of the invention;

Figure 16 illustrates the connection between the gear actuating mechanism and the gear mechanism in accordance with a first embodiment of the invention;

Figure 17 illustrates the connection between the gear actuating mechanism and the gear mechanism in accordance with a second embodiment of the invention;

Figure 18 illustrates the connection between the gear actuating mechanism and the gear mechanism in accordance with a third embodiment of the invention;

Figure 19 illustrates the detailed constructional diagram of the automated transmission system in accordance with a first embodiment of the invention;

Figure 20 illustrates the detailed constructional diagram of the clutch wheel in accordance with a first embodiment of the invention;

Figure 21 illustrates the detailed constructional diagram of the gear disc in accordance with a first embodiment of the invention;

Figure 22 illustrates the detailed constructional diagram of the automated transmission system in accordance with a second embodiment of the invention; and

Figure 23 illustrates the detailed constructional diagram of the automated transmission system in accordance with a third embodiment of the 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. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the 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 whic 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 tha 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, 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 implements a process of determining required gear up-shift or gear down- shift. By way of a non-limiting example, the micro-controller senses speed related parameters via vehicle speed sensor(s) 304, rate of speed change, brake pedal position (not illustrated), engine rpm sensor 306 and throttle position sensor (TPS) 308, etc. to predict rider's intent and need for gear up-shift or down-shift. Based on the same, the microcontroller takes the decision of gear down-shift or gear up-shift.

By way of a non-limiting example, the microcontroller may decide to perform an automatic gear shift based upon TPS and vehicular speed sensing, 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, determines a priority gear selection based on engine RPM, adjusts the TPS for in turn adjusting the throttle bar for a smooth gear shift and thereafter determines an optimum gear selection.

The automated manual transmission system 300 in accordance with the invention further comprises at least one actuator 310 that controls operation of a clutch assembly 312, a controls idling of throttle in the engine 314 and controls the gear mechanism 316. By controlling the idling of throttle in the engine 314, it is therefore feasible to control the power generated and in case the gear is engaged to the engine, the power thus transmitted to the wheels 318.

Now referring to figure 4, in terms of the electrical components the automated manual transmission system 400 in accordance with the teachings of the present invention comprises a control unit 402 which is powered by a battery 404 (which may be available in the motorcycle). The control unit 402 may receive inputs from sensors such as throttle position sensor 406, vehicle speed sensor 408, engine rpm sensor 410, brake lever 412, gear neutral indicator 414, motor parking position indicator 416. It may be observed that most (if not all) of the aforesaid sensors are already provided in the motor cycle. In any event, the control unit can also take the appropriate decision in the absence of inputs from some of the sensors. The control unit is further electrically connected to one or more actuator motors 418, which then transforms the electrical signals into mechanical motion and transfers the mechanical motion to the throttle control mechanism, the gear actuating mechanism and the clutch operating mechanism.

Now referring to figure 5, the automated manual transmission system 500 in accordance with the teachings of the present invention is illustrated in the form of a more detailed schematic block diagram and the system comprises a throttle control mechanism 502 for controlling the throttle mechanism 504; a clutch operating mechanism 506 for operating the clutch assembly 508; a gear actuating mechanism 510 operable to upshift or downshift the gear mechanism 512; at least one motor 514 for providing power to the throttle control mechanism 502, the clutch operating mechanism 506 and the gear actuating mechanism 510; and a controller 516 for actuating said at least one motor 514.

Figure 5 further illustrates the throttle mechanism 504 to comprise of the throttle grip 120 and the mechanical link 122, wherein the mechanical link 122 connects the throttle grip 120 to a valve 518 located within the carburetor 112 such that a rotational operation of the throttle grip is transmitted through the mechanical link 122 to the valve 518 in the carburetor 112. As indicated above, in a manual transmission system, apart from operating the clutch lever 124, the driver relaxes the throttle grip 120 prior to operating the seesaw type gear shift pedal 128, which results in a decrease in the engine output power. Once the gear shift has been accompanied, the throttle grip 120 is once again turned to increase the engine output power so as to match with the present gear position.

In the present invention, the Inventors have found that without depending upon the driver to relax the throttle grip 120, it can be possible to exert control on the throttle mechanism such that the position of the valve 418 within the carburetor 112 can be varied so as to vary the intake amount (the amount of fuel-air mixture) for the engine. By doing so, it is therefore to control the engine output power. Thus, to enable the aforesaid, the throttle control mechanism 502 is adapted to change an effective length of the mechanical link 122.

The present invention provides multiple constructions for the throttle control mechanism 502 which enable changing the effective length of the mechanical link 122 and such constructions will be described in detail in the following paragraphs with reference to the figures.

In accordance with a first alternative which is illustrated in Figure 6 (a), the throttle control mechanism 502 for changing effective length of the mechanical link 122 comprises a linking element 602 having a first end 604 operably coupled to the mechanical link 122 and a second end 606 operably coupled to a motor 514. As illustrated, the throttle grip 120 is turnable as indicated by the arrow 608, which can result in translation movement of the mechanical link 122, as represented by the arrow 610. The motor 514 can exhibit bidirectional motion as illustrated by the arrow 612, which causes the linking element 602 to exhibit translation movement, as represented by the arrow 614.

Now referring to figures 6(b) to 6(d), the working of the throttle control mechanism is explained in detail. In figure 6(b), the throttle grip is illustrated as being in half-turned position due to which, the valve 518 inside the carburetor 112 is in a half-retracted state and the engine is producing certain amount of output power. Assuming that at this stage, it is determined by the controller that a gear shift is needed and that the driver has NOT relaxed the throttle grip, then the controller rotates the motor 514. Now comparing figures 6(b) and 6(c), it can be observed that because of the rotation of the motor, the mechanical link 122 travels a lesser distance between the throttle grip and the carburetor valve 518. This therefore, can be considered as change an effective length of the mechanical link 122 to increase the effective length of the mechanical link. Comparing figures 6(b) and 6(c), it can be observed that because of an increase in the effective length of the mechanical link 122, the valve 518 moves from a half-retracted state to a less retracted state (thereby causing the engine output power to drop).

If the remaining conditions are suitable for gear-shift, the controller can now proceed with performing the gear shift (i.e. when the output power from the engine has dropped). Since the gear is being shifted when the engine power has dropped, the jerk will not be felt by the driver.

It has been further observed that in case the controller ceases to operate the throttle control mechanism immediately after the gear shift has occurred and depends upon the driver to increase the engine output power, the driving experience is not ideal.

Hence, once the controller performs the action of gear shift, the controller rotates the motor 514 in an opposite direction. Now comparing figures 6(c) and 6(d), it can be observed that because of the rotation of the motor, the mechanical link 122 travels a larger distance between the throttle grip 120 and the carburetor valve 518. This therefore, can be considered as change an effective length of the mechanical link 122 to decrease the effective length of the mechanical link. Comparing figures 6(c) and 6(d), it can be observed that because of a decrease in the effective length of the mechanical link 122, the valve 518 moves from a less retracted state to a half-retracted state (thereby causing the engine output power to increase).

Thus, it can be observed that starting from figure 6(b) to figure 6(d), the effective length of the mechanical link has been increased to result in the engine output to drop and thereafter effective length of the mechanical link has been decreased to result in the engine output to increase. It can be further observed that between figures 6(b) and 6(c), the throttle grip has not been relaxed for decreasing the engine output power and between figures 6(c) and 6(d), the throttle grip has not been turned to increase the engine output power.

In accordance with a second alternative which is illustrated in Figure 7, the throttle control mechanism 502 for changing effective length of the mechanical link 122 comprises a drum element 702 operably coupled to a motor 514, the drum element 702 being in contact with the mechanical link 122 at about an intermediate position. In an actuated state the drum element comprises "M" windings of the mechanical link, while in a de-actuated state the drum element comprising "N" windings of the mechanical link, wherein M is less than N.

In this embodiment, prior to gear shift, the controller operates the motor 514, which in turn rotates the drum 702 such that the number of windings of the mechanical link 122 around the drum decreases, thereby resulting in an increase in the effective length of the mechanical link 122. Post the gear shift operation, the controller operates the motor 514, which in turn rotates the drum 702 such that the number of windings of the mechanical link 122 around the drum 702 increases, thereby resulting in a decrease in the effective length of the mechanical link 122. Similar to what has been indicated above with respect to Figure 6, an increase in the effective length of the mechanical link 122, results in the valve 518 moving to a less retracted state, thereby causing the engine output power to drop. On the other hand, a decrease in the effective length of the mechanical link 122 results in the valve 518 moving to a more retracted state, thereby causing the engine output power to increase.

In accordance with a third alternative which is illustrated in Figure 8(a), the throttle control mechanism 502 for changing effective length of the mechanical link 122 comprises a disk element 802 including at least one protrusion 804, the disk element 802 being operably coupled to a motor (not illustrated) and the at least one protrusion 804 being adapted to contact an intermediate potion of the mechanical link 122 in a de-actuated state.

Now referring to figures 8(b) to 8(d), the working of the throttle control mechanism is explained in detail. In figure 8(b), the throttle grip 120 is illustrated as being in half-turned position due to which, the valve 518 inside the carburetor 112 is in a half-retracted state and the engine is producing certain amount of output power. Assuming that at this stage, it is determined by the controller that a gear shift is needed and that the driver has NOT relaxed the throttle grip, then the controller rotates the motor. Now comparing figures 8(b) and 8(c), it can be observed that because of the rotation of the motor, which results in rotation of the disk element 802, the at least one protrusion 804 does not come in contact with the mechanical link and because of the same, the mechanical link 122 travels a lesser distance between the throttle grip and the carburetor valve 518. This therefore, can be considered as change an effective length of the mechanical link 122 to increase the effective length of the mechanical link. Comparing figures 8(b) and 8(c), it can be further observed that because of an increase in the effective length of the mechanical link 122, the valve 518 moves from a half -retracted state to a less retracted state (thereby causing the engine output power to drop).

Once the controller performs the action of gear shift, the controller rotates the motor in an opposite direction. Now comparing figures 8(c) and 8(d), it can be observed that because of the rotation of the motor, the disk element 802 is rotated, which causes the at least one protrusion 804 to once again come in contact with the mechanical link. Because of the above, the mechanical link 122 is required to travels a larger distance between the throttle grip 120 and the carburetor valve 518. This therefore, can be considered as changing an effective length of the mechanical link 122 to decrease the effective length of the mechanical link. Comparing figures 8(c) and 8(d), it can be observed that because of a decrease in the effective length of the mechanical link 122, the valve 518 moves from a less retracted state to a half-retracted state (thereby causing the engine output power to increase).

Thus, it can be observed that starting from figure 8(b) to figure 8(d), the effective length of the mechanical link has been increased to result in the engine output to drop and thereafter effective length of the mechanical link has been decreased to result in the engine output to increase. It can be further observed that between figures 8(b) and 8(c), the throttle grip has not been relaxed for decreasing the engine output power and between figures 8(c) and 8(d), the throttle grip has not been turned to increase the engine output power.

In accordance with a forth alternative which is illustrated in Figure 9(a), the throttle control mechanism 502 for changing effective length of the mechanical link 122 comprises a disk element 902 eccentrically connected 904 to a motor (not illustrated), a curvilinear surface 906 of the disk element 902 being adapted to contact the mechanical link 122 in a de-actuated state.

Now referring to figures 9(b) to 9(d), the working of the throttle control mechanism is explained in detail. In figure 9(b), the throttle grip is illustrated as being in half-turned position due to which, the valve 518 inside the carburetor 112 is in a half-retracted state and the engine is producing certain amount of output power. Assuming that at this stage, it is determined by the controller that a gear shift is needed and that the driver has NOT relaxed the throttle grip, then the controller rotates the motor. Now comparing figures 9(b) and 9(c), it can be observed that because of the rotation of the motor, which results in rotation of the eccentrically connected disk element 902, a curvilinear surface 906 of the disk element does not come in contact with the mechanical link 122 and because of the same, the mechanical link 122 travels a lesser distance between the throttle grip 120 and the carburetor valve 518. This therefore, can be considered as change an effective length of the mechanical link 122 to increase the effective length of the mechanical link. Comparing figures 9(b) and 9(c), it can be further observed that because of an increase in the effective length of the mechanical link 122, the valve 518 moves from a half -retracted state to a less retracted state (thereby causing the engine output power to drop).

Once the controller performs the action of gear shift, the controller rotates the motor in an opposite direction. Now comparing figures 9(c) and 9(d), it can be observed that because of the rotation of the motor, the disk element 902 is rotated, which causes the curvilinear surface 906 to once again come in contact with the mechanical link 122. Because of the above, the mechanical link 122 is required to travels a larger distance between the throttle grip 120 and the carburetor valve 518. This therefore, can be considered as changing an effective length of the mechanical link 122 to decrease the effective length of the mechanical link. Comparing figures 9(c) and 9(d), it can be observed that because of a decrease in the effective length of the mechanical link 122, the valve 518 moves from a less retracted state to a half-retracted state (thereby causing the engine output power to increase).

Thus, it can be observed that starting from figure 9(b) to figure 9(d), the effective length of the mechanical link has been increased to result in the engine output to drop and thereafter effective length of the mechanical link has been decreased to result in the engine output to increase. It can be further observed that between figures 9(b) and 9(c), the throttle grip has not been relaxed for decreasing the engine output power and between figures 9(c) and 9(d), the throttle grip has not been turned to increase the engine output power. In accordance with a further alternative, the throttle control mechanism 502 for changing effective length of the mechanical link 122 comprises a sliding mechanism operably coupled to a motor. In accordance with a fifth alternative which is illustrated in Figure 10, the sliding mechanism comprises a first arm 1002 coupled to the mechanical link 122 at a first intermediate position 1004, a second arm 1006 coupled to the mechanical link 122 at a second intermediate position 1008, wherein first and the second arms are movable with respect to each other by the action of the motor 1010. As further illustrated in figure 10, the sliding mechanism further comprises a disk element 1012 operably coupled to the motor 1010 and a linking element 1014 in the form of a string means having a first end 1016 operably coupled to the disk element 1012 and a second end 1018 operably coupled to the first arm 1002. The sliding mechanism may further comprise a resilient member 1020 disposed between the first arm 1002 and the second arm 1006.

A sixth alternative construction of the throttle control mechanism is illustrated in figure 11. While the principle of working of the sixth embodiment as illustrated in figure 11 is substantially similar to the principle of working of the fifth embodiment illustrated in figure 10 and described above, the mechanical construction is marginally different. The difference arises mainly in terms of the construction of the linking element. While in figure 10, the linking element is a string member, in figure 11, the linking element is a rod or staff member 1102 having a first end 1104 operably coupled to the disk element 1012 and a second end 1106 operably coupled to the first arm 1002. Because of the aforesaid difference, the sliding mechanism need not comprise the resilient member 1020 as shown in figure 10.

While in the above paragraphs constructional detailing was provided with regard to the throttle control mechanism, in the following paragraphs alternative constructional detailing of the clutch operating mechanism is being provided.

In accordance with a first alternative, which is illustrated in figure 12, the clutch operating mechanism comprises:

a clutch wheel 1202 in continuous engagement with a motor (not shown) for receiving rotational motion therefrom; and

a clutch wire 1204 connecting the clutch wheel to the clutch assembly (not shown).

The clutch wheel as mentioned above can be mounted directly on an output shaft of the motor 1206 so as to be continuously engaged thereto and to receive rotational motion therefrom, as illustrated in figure 12. A lternatively, as illustrated in figure 13, the motor 1302 may be provided with an output shaft 1304 having spiral thread 1306 and the clutch wheel 1202 can be in the form of toothed wheel, wherein the teeth 1308 on the external surface of the clutch wheel engages with the spiral thread and receives motion from the motor. As a person skilled in the art would note, such a mechanism is conventional known as a worm gear. Similar to figure 12, a clutch wire 1204 is provided connecting the clutch wheel to the clutch assembly (not shown).

Alternatively, the clutch plate operating mechanism may comprise a hydraulic mechanism acting on the clutch assembly. In a preferred aspect of the invention, which is illustrated in figure 14, the hydraulic mechanism comprises cylinder 1402 defining an outlet 1404 and having a piston 1406, said cylinder being filled with a hydraulic fluid 1408, the piston 1406 being in operational connection with a motor 1410 for receiving motion therefrom and the outlet being in fluid flow communication with the clutch assembly 1412.

It may be noted that while three alternative constructions have been depicted and explained, the scope of the invention is NOT intended to be restricted to the embodiments shown in the drawings and explained above. Other alternative constructions for actuating the clutch, for example, as described in Japanese patent Laid-open No. Hei 8-2996670; US Patent Application Publication No. US 2009/0057092; US Patent No. 6,607,060; U.S. Patent No. 7,591,358; U.S. Patent No. 7,721,858, etc. the contents of which are incorporated herein, can also be adopted.

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

In a first alternative construction as illustrated in figure 15, the gear actuating mechanism comprises a gear wheel 1502 mounted on a shaft 1504 receiving motion from a motor (not shown); a gear up- shift wire 1506 having a first end 1508 connected to the gear wheel 1502 and a second end (not shown) acting on the gear mechanism (not shown); and a gear down-shift wire 1510 having a first end 1512 connected to the gear wheel 1502 and a second end (not shown) acting on the gear mechanism. Further as illustrated in figure 16, the second end 1602 of the gear up-shift wire 1506 and the second end 1604 of the gear down- shift wire 1510 act upon a motion transfer element 1606 connected to the gear mechanism. The motion transfer element in this case includes a disk element which is connected to second ends of the gear down-shift wire and the gear up-shift wire, which is then coupled to a staff or rod element that transfers the motion to the gear mechanism. In an alternative construction, instead of providing a new motion transfer element, the actuation of the gear up-shift wire and the actuation of the gear down-shift wire can be operatively coupled to an existing seesaw type gear shift pedal 128. As illustrated in figure 17, the second end 1602 of the gear up-shift wire 1506 is coupled to a first portion of the seesaw type gear shift pedal and the second end 1604 of the gear down-shift wire 1510 is coupled to a second portion of the seesaw type gear shift pedal and the seesaw type gear shift pedal which is connected to the gear mechanism.

In a third alternative construction, the gear actuating mechanism comprises a gear box receiving motion from a motor; and a linkage having a first end connected to the gear box and a second end acting on the gear mechanism.

In a forth alternative construction as illustrated in figure 18, the second end 1602 of the gear up-shift wire 1506 and the second end 1604 of the gear down-shift wire 1510 act upon a motion transfer element which is provided on a crank case 1802 of a motor cycle. The motion transfer element comprises a spindle mechanism 1804 having a first end 1806 connected to the second end 1602 of the gear up-shift wire 1506 and the second end 1604 of the gear down- shift wire 1510. In a preferred aspect of the invention, the crank case 1802 is provided with an opening 1808 for accommodating the spindle mechanism 1804. Alternatively, an existing opening (for example that accommodates an oil level sensor) can be used for accommodating the spindle mechanism. A second end 1810 of the spindle mechanism 1804 traverses through the crank case 1802. A rod or staff type linking element 1812 connects the second end 1810 of the spindle mechanism 1804 to a shift arm assembly 1814 disposed within the crank case 1802. Although not illustrated, it is well known to a person skilled in the art that the shift arm assembly 1814 can be in operational engagement with a star dial plate, which may be connected to the internal gear shift mechanism.

It may be noted that while four alternative constructions have been explained, the scope of the invention is NOT intended to be restricted to the embodiment shown in the drawings or explained above. Other alternative constructions for actuating the gear actuation mechanism can be adopted. In this regard, motorized gear actuating mechanism per se. is commonly available in the market (for example, by Klicktronic) and is also disclosed in multiple documents. Reference is drawn to US Patent No. 7,575,083; and U.S. Patent No. 4,655,309 the contents of which are incorporated herein. Reference is also drawn to http://svorUlJ)onda.coin/motorcycle-pictafelx)ok/DCT/detail4/ (as retrieved on March 28, 2015) for the construction of the gear shift actuator. It can be observed that the automated manual transmission system comprises a throttle control mechanism, a clutch operating mechanism and a gear actuating mechanism wherein all three mechanism are to be electrically powered. For enabling the throttle control mechanism, the clutch operating mechanism and the gear actuating mechanism to be electrically powered, in accordance with a first embodiment, the throttle control mechanism is connected to a first motor, the clutch operating mechanism is connected to a second motor and the gear actuating mechanism is connected to a third motor.

In accordance with a second embodiment, a first motor provides power to at-most two of the throttle control mechanism, the clutch operating mechanism and the gear actuating mechanism and the second motor provides power to a remaining of the throttle control mechanism, the clutch operating mechanism and the gear actuating mechanism. In one preferred aspect, the throttle control mechanism is connected to a first motor while the clutch operating mechanism and the gear actuating mechanism are connected to a second motor.

In accordance with a third embodiment, the throttle control mechanism, clutch operating mechanism and the gear actuating mechanism are connected to a single motor and thus powered by the single motor.

Now turning to the functioning of the controller, the controller is configured to:

• actuating the clutch operating mechanism and the throttle control mechanism; · actuating the gear actuating mechanism to perform an upshift or downshift operation; and

• de-actuating the clutch operating mechanism and de-actuating the throttle control mechanism.

In a preferred aspect of the invention, actuating the clutch operating mechanism results in the clutch assembly separating the gear mechanism from the rotary power generated by the engine. On the contrary, de-actuating the clutch operating mechanism results in the clutch assembly engaging the gear mechanism to the rotary power generated by the engine.

In a preferred aspect of the invention, actuating the throttle control mechanism results in movement of the valve mechanism incorporated in the carburetor 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 low rotary power generating state of the engine. On the contrary, de-actuating the throttle control mechanism results in movement of the valve mechanism incorporated in the carburetor from a second state to a first state, wherein the first state corresponds to high rotary power generating state of the engine and the second state corresponds to low rotary power generating state of the engine.

While the invention teaches powering the throttle control mechanism, the clutch operating mechanism and the gear actuating mechanism by at-most of three motors, in a preferred aspect of the invention the throttle control mechanism, clutch operating mechanism and the gear actuating mechanism are connected to a single motor and thus powered by the single motor. In the following paragraphs, constructional details that enable all three mechanisms to be powered by a single are provided by way of illustration. Since multiple constructions are enumerated for the above purposes, the same are described hereinafter as examples. It may be however noted that the claims of the application are NOT intended to be restricted to the following examples.

Example 1:

Figures 19 to 21 illustrate a construction of the automated manual transmission system.

The automated manual transmission system 1900 comprises a permanent magnet DC Motor 1902. An output shaft 1904 of the motor 1902 is provided with spiral thread 1906. A clutch wheel 1908 is mounted on a shaft 1910 and the clutch wheel 1908 is provided with regularly spaced teeth 1912 that engage with the spiral thread 1906. A clutch wire 1914 is securely held at a first end thereof 1916 by a dowel pin 1918 provided on the clutch wheel 1908.

A gear disc 1920 is freely mounted on the shaft 1910. The gear disc is connected to a first end 1922 of the gear up-shift wire 1924 and a first end 1926 of the gear down-shift wire 1928. Particularly, the first end of the gear up-shift wire and the first end of the gear down- shift wire are connected to diametrically opposite sides of the gear disc.

As illustrated in figure 20, a surface 2002 of the clutch wheel 1908 which is facing the gear disc 1920 is provided with a dowel pin 2004 and as illustrated in figure 21, a surface 2102 of the gear disc 1920 facing the clutch wheel 1908 is provided with an engaging means 2104 (or engaging surface) that engages with the dowel pin 2004.

Now referring to figure 19, a throttle cable 1730 can be guided through a space between the clutch wheel 1908 and the gear disc 1920. Particularly, referring to figure 20, the surface 2002 of the clutch wheel 1908 which is facing the gear disc 1920 is provided with a protrusion 2006, which depending upon an angular position of the clutch disc, can be either in contact with the throttle cable or can be distanced from the throttle cable. Depending upon whether the protrusion is in contact with the throttle cable or is distanced from the throttle cable, the effective length of the throttle cable varies.

Example 2:

Figure 10 illustrates a second alternative construction of the automated manual transmission system. While part functioning of the automated manual transmission system shown in figure 9 (functioning of the throttle control mechanism) has been described already above, for the purposes of completeness, the entire construction is being elaborated below.

The automated manual transmission system shown in figure 10 comprises a permanent magnet DC Motor. The DC motor is coupled to a clutch wheel in a manner described in figure 19. A clutch wire is securely held at a first end by the clutch wheel. There is further provided a gear disc which is engages with the clutch wheel using the mechanism described above and illustrated in figures 20 and 21. The gear disc is connected to a first end of the gear up-shift wire and a first end of the gear down-shift wire.

The throttle cable is guided through a sliding mechanism which comprises a first arm coupled to the throttle cable at a first intermediate position and a second arm coupled to the throttle cable at a second intermediate position. The sliding mechanism further comprises a disk element operably coupled to the motor and a string element having a first end operably coupled to the disk element and a second end operably coupled to the first arm. A resilient member is disposed between the first arm and the second arm.

Example 3:

Figures 11 and 22 illustrate a third alternative construction of the automated manual transmission system. While part functioning of the automated manual transmission system shown in figure 11 (functioning of the throttle control mechanism) has been described already above, for the purposes of completeness, the entire construction is being elaborated below.

The automated manual transmission system shown in figures 11 and 22 comprises a permanent magnet DC Motor. The DC motor is coupled to a clutch wheel in a manner described in figure 19. A clutch wire is securely held at a first end by the clutch wheel. There is further provided a gear disc which is engages with the clutch wheel using the mechanism described above and illustrated in figures 20 and 21. The gear disc is connected to a first end of the gear up-shift wire and a first end of the gear down-shift wire.

The throttle cable is guided through a sliding mechanism which comprises a first arm coupled to the throttle cable at a first intermediate position and a second arm coupled to the throttle cable at a second intermediate position. The sliding mechanism further comprises a disk element operably coupled to the motor and a staff member having a first end operably coupled to the disk element and a second end operably coupled to the first arm.

Example 4:

Figure 23 illustrates a construction of the automated manual transmission system. The automated manual transmission system comprises a permanent magnet DC

Motor 2302. The DC motor 2302 coupled to a clutch wheel 2304 in a manner similar to what has been described above with reference to figure 19. A clutch wire (not visible) is securely held at a first end by the clutch wheel. There is further provided a gear disc 2306 which is engages with the clutch wheel using the mechanism described above and illustrated in figures 20 and 21. The gear disc is connected to a first end of the gear up-shift wire and a first end of the gear down- shift wire (not visible).

Similar to what has been illustrated in figure 9 and described above, the automated manual transmission system shown in figure 23 comprises a disk element 2308 eccentrically connected to the motor 2302, a curvilinear of the disk element being adapted to contact the throttle cable 2310 in a de-actuated state. When the motor is actuated, the curvilinear surface of the disk is distanced from the throttle cable. Depending upon whether the curvilinear surface contacts the throttle cable or is distanced from the throttle cable, the effective length of the throttle cable varies.

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.

Claims

An automated manual transmission system for use in a vehicle comprising an engine generating a rotary power, a carburetor incorporating a valve mechanism for supplying controlled quantity of air-fuel mixture to the engine, a throttle mechanism for operating the valve mechanism incorporated in the carburetor thereby controlling the rotary power generated by the engine, 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 throttle control mechanism for controlling the throttle mechanism;

a clutch operating mechanism for operating the clutch assembly;

a gear actuating mechanism operable to upshift or downshift the gear mechanism; at least one motor for providing power to the throttle control mechanism, the clutch operating mechanism and the gear actuating mechanism; and

a controller for actuating said at least one motor.

The automated manual transmission system as claimed in claim 1, wherein the throttle mechanism includes a throttle grip and a mechanical link acting upon the valve mechanism incorporated in the carburetor and the throttle control mechanism comprises a means for changing an effective length of the mechanical link.

The automated manual transmission system as claimed in claim 2, wherein the means for changing effective length of the mechanical link comprises a linking element having a first end operably coupled to the mechanical link and a second end operably coupled to a motor.

The automated manual transmission system as claimed in claim 2, wherein the means for changing effective length of the mechanical link comprises a drum element operably coupled to a motor, the drum element being in contact with the mechanical link at about an intermediate position, wherein in an actuated state the drum element comprising "M" windings of the mechanical link, and in a de-actuated state the drum element comprising "N" windings of the mechanical link, wherein M is less than N. The automated manual transmission system as claimed in claim 2, wherein the means for changing effective length of the mechanical link comprises a disk element including at least one protrusion operably coupled to a motor, the at least one protrusion being adapted to contact an intermediate potion of the mechanical link in a de-actuated state.

The automated manual transmission system as claimed in claim 2, wherein the means changing effective length of the mechanical link comprises a disk element eccentrically connected to a motor, a curvilinear surface of the disk element being adapted to contact the mechanical link in a de-actuated state.

The automated manual transmission system as claimed in claim 2, wherein the means changing effective length of the mechanical link comprises a sliding mechanism operably coupled to a motor.

The automated manual transmission system as claimed in claim 7, wherein the sliding mechanism comprises a first arm coupled to the mechanical link at a first intermediate position, a second arm coupled to the mechanical link at a second intermediate position, wherein first and the second arms are movable with respect to each other by the action of the motor.

The automated manual transmission system as claimed in claim 8, wherein the sliding mechanism further comprises a disk element operably coupled to the motor and a linking element having a first end operably coupled to the disk element and a second end operably coupled to the second arm.

The automated manual transmission system as claimed in claim 9, wherein the sliding mechanism further comprises a resilient member disposed between the first and the second arm.

The automated manual transmission system as claimed in claim 1, wherein the clutch operating mechanism comprises:

a clutch wheel mounted on a shaft;

a first engaging mechanism continuously engaging the clutch wheel to a motor for receiving rotational motion therefrom; and

a clutch wire connecting the clutch wheel to the clutch assembly. The automated manual transmission system as claimed in claim 1, wherein the clutch plate operating mechanism comprises a hydraulic mechanism acting on the clutch assembly.

The automated manual transmission system as claimed in claim 12, wherein the hydraulic mechanism comprises cylinder defining an outlet and having a piston, said cylinder being filled with a hydraulic fluid, the piston being in operational connection with a motor for receiving motion therefrom and the outlet being in fluid flow communication with the clutch assembly.

The automated manual transmission system as claimed in claim 1, wherein the gear actuating mechanism comprises:

a gear wheel mounted on a shaft and receiving motion from a motor;

a gear up-shift wire having a first end connected to the gear wheel and a second end acting on the gear mechanism; and

a gear down- shift wire having a first end connected to the gear wheel and a second end acting on the gear mechanism.

The automated manual transmission system as claimed in claim 14, wherein the second end of the gear up-shift wire and the second end of the gear down-shift wire act upon a motion transfer element connected to the gear mechanism.

a gear box receiving motion from a motor; and

a linkage having a first end connected to the gear box and a second end acting on the gear mechanism.

The automated manual transmission system as claimed in claim 1, wherein the throttle control mechanism is connected to a first motor, the clutch operating mechanism is connected to a second motor and the gear actuating mechanism is connected to a third motor. 18. The automated manual transmission system as claimed in claim 1, comprising a first motor and a second motor, wherein the first motor provides power to at-most two of the throttle control mechanism, the clutch operating mechanism and the gear actuating mechanism and the second motor provides power to a remaining of the throttle control mechanism, the clutch operating mechanism and the gear actuating mechanism.

The automated manual transmission system as claimed in claim 18, wherein the throttle control mechanism is connected to a first motor and the clutch operating mechanism and the gear actuating mechanism are connected to a second motor.

The automated manual transmission system as claimed in claim 1, wherein the throttle control mechanism, clutch operating mechanism and the gear actuating mechanism are connected to a single motor.

The automated manual transmission system as claimed in claim 1, wherein the controller is configured to:

• actuating the clutch operating mechanism and the throttle control mechanism;

• actuating the gear actuating mechanism to perform an upshift or downshift operation; and

The automated manual transmission system as claimed in claim 21, wherein actuating the clutch operating mechanism results in the clutch assembly separating the gear mechanism from the rotary power generated by the engine.

The automated manual transmission system as claimed in claim 21, wherein de- actuating the clutch operating mechanism results in the clutch assembly engaging the gear mechanism to the rotary power generated by the engine.

The automated manual transmission system as claimed in claim 21, wherein actuating the throttle control mechanism results in movement of the valve mechanism incorporated in the carburetor 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 low rotary power generating state of the engine.

25. The automated manual transmission system as claimed in claim 21, wherein de- actuating the throttle control mechanism results in movement of the valve mechanism incorporated in the carburetor from a second state to a first state, wherein the first state corresponds to high rotary power generating state of the engine and the second state corresponds to low rotary power generating state of the engine.

26. The automated manual transmission system for use in a vehicle comprising an engine generating a rotary power, a carburetor incorporating a valve mechanism for supplying controlled quantity of air-fuel mixture to the engine, a throttle grip; a mechanical link operably connecting the throttle grip to the valve mechanism incorporated in the carburetor, 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 bi-directionally rotatable motor;

• a clutch wheel for receiving bi-directional rotational motion therefrom;

• a clutch wire having a first end connected to the clutch wheel and a second end connected to the clutch assembly;

• a gear wheel being in selectively engagement with the clutch wheel for receiving bi-directional motion therefrom;

• a gear up- shift wire having a first end connected to the gear wheel and a second end connected to the gear mechanism;

• a gear down-shift wire having a first end connected to the gear wheel and a second end connected to the gear mechanism;

• a sliding mechanism comprising a first arm and a second arm, the first arm receiving motion from the motor and the second arm being operably coupled to the mechanical link such that upon actuation, the sliding mechanism changes an effective length of the mechanical link; and

• a controller for actuating said motor.

27. The automated manual transmission system as claimed in claim 26, 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 output shaft such that the same is not engaged to the output shaft and the sliding mechanism is in continuous engagement with the output shaft.

The automated manual transmission system as claimed in claim 26, wherein the clutch wheel is mounted on a second shaft so as to be continuously engaged thereto, the gear wheel is mounted on the second shaft such that that the same is not engaged to the second shaft and the sliding mechanism is in continuous engagement with the second shaft.

The automated manual transmission system as claimed in claim 28, wherein the motor comprises a worm shaft and the clutch wheel comprises a worm wheel in continuous engagement with the worm shaft.

The automated manual transmission system as claimed in claim 26, further comprising an engagement mechanism for selectively engaging the gear wheel to the clutch wheel.

The automated manual transmission system as claimed in claim 28, 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.

The automated manual transmission system as claimed in claim 26, further comprising a throttle wheel receiving motion from the bi-directional motor.

The automated manual transmission system as claimed in claim 30, wherein the throttle wheel further comprises a linking element operably connecting the throttle wheel to the first end of the sliding mechanism.

34. The automated manual transmission system as claimed in claim 26, wherein the 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 the 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 starting from an initial position, the second end of the sliding mechanism moves to a final position, wherein movement of the second arm results in movement of the valve mechanism incorporated in the carburetor 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 low rotary power generating state of 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 gear up-shift wire is actuated and results in gear up-shift action.

35. The automated manual transmission system as claimed in claim 34, wherein the controller is adapted to detect completion of gear up-shift action and in response thereto actuate the motor in a second 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 the clutch wire in turn actuates the clutch assembly so as to engage the gear mechanism from the rotary power generated by the engine; and

o starting from the final position, the second end of the sliding mechanism moves to the initial position final, wherein movement of the second arm results in movement of the valve mechanism incorporated in the carburetor from the second to the first state, wherein the first state corresponds to high rotary power generating state of the engine and the second state corresponds to low rotary power generating state of the engine.

36. The automated manual transmission system as claimed in claim 26, wherein the 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 the 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 starting from an initial position, the second end of the sliding mechanism moves to a final position, wherein movement of the second arm results in movement of the valve mechanism incorporated in the carburetor 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 low rotary power generating state of 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 gear down- shift wire is actuated and results in an gear down- shift.

The automated manual transmission system as claimed in claim 36, wherein the controller is adapted to detect completion of a gear down- shift action and in response thereto actuate the motor in a first direction such that: