Automated manual transmission

Abstract

An automated manual transmission includes: an input shaft; the input gear is mounted on the input shaft; a countershaft; a plurality of intermediate gears permanently fixed to rotate with the countershaft; an output shaft; and a plurality of output gears selectively fixed to rotate together with the output shaft. A plurality of gear engaging clutches are configured to selectively fix a respective one of the plurality of output gears for rotation with the output shaft. The inertia brake is configured to selectively slow rotation of the countershaft. A main clutch selectively couples the power source to the input shaft. The control system is configured to move one of the plurality of gear-engaging clutches into engagement with a respective one of the plurality of output gears. The automated manual transmission also includes at least two power take-off unit mounting points. The transmission electronic control unit is configured to control operation of the automated manual transmission.

Description

[0001] Citations of relevant applications

[0002] This application claims priority to Indian Provisional Patent Application 202311058692, filed on September 1, 2023, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] This disclosure relates to vehicle drivetrain components. More specifically, this disclosure relates to automated manual transmissions. Background Technology

[0004] Automatic transmissions and manual transmissions are known. Automatic transmissions typically include planetary gears, hydraulic controls, and a torque converter. In use, the operator uses a transmission interface (e.g., a shift lever) to select the "drive position" (forward or reverse), and the automatic transmission automatically selects the appropriate gear ratio without further operator input. Manual transmissions typically include multiple constantly meshed gears mounted on several different shafts (i.e., input shaft, countershaft, output shaft) and a main clutch. In use, the operator must continuously assess operating conditions to determine the appropriate gear ratio and must also operate the main clutch while selecting those gear ratios.

[0005] While manual transmissions are generally cheaper and more durable, operators of vehicles equipped with manual transmissions must know how to assess the appropriate gear ratios for various operating conditions, how to operate the main clutch, and how to shift gears between ratios. This can require extensive training and practice.

[0006] Automated manual transmissions have been developed to offer the benefits of traditional manual transmissions while overcoming some of the aforementioned problems regarding operator training and practice. Automated manual transmissions operate similarly to traditional manual transmissions, but utilize electronics, actuators, and other components to automate various operations, such as operating the main clutch. However, known automated manual transmissions have drawbacks because they are too complex, too expensive, or too large for the desired applications. Summary of the Invention

[0007] In one embodiment, an automated manual transmission includes: an input shaft; an input gear mounted on the input shaft; a countershaft; a plurality of intermediate gears permanently fixed to rotate with the countershaft; an output shaft; and a plurality of output gears selectively fixed to rotate with the output shaft. A plurality of gear engagement clutches are configured to selectively engage a corresponding one of the plurality of output gears to rotate with the output shaft. An inertia brake is configured to selectively slow the rotation of the countershaft. A main clutch selectively connects a power source to the input shaft. A control system is configured to move one of the plurality of gear engagement clutches to engage a corresponding one of the plurality of output gears. The automated manual transmission also includes at least two power take-off unit mounting points. A transmission electronic control unit is configured to control the operation of the automated manual transmission. Attached Figure Description

[0008] The accompanying drawings illustrate the structures of exemplary embodiments of the claimed invention, described together with the detailed description provided below. Similar elements are identified by the same reference numerals. It should be understood that an element shown as a single component can be replaced by multiple components, and an element shown as multiple components can be replaced by a single component. The drawings are not to scale, and for illustrative purposes, the proportions of some elements may be exaggerated.

[0009] [ Figure 1 This is a perspective view of an exemplary control system for an automated manual transmission, the control system including an XY shifter and a base box. [ Figure 2 ]yes[ Figure 1 A partially exploded perspective view of the control system, showing the separated XY shifter and base box. [ Figure 3A ]yes[ Figure 1 A perspective view of the control system, showing the XY shifter and base housing, with some components omitted for clarity. [ Figure 3B ]yes[ Figure 3A An exploded view of a portion of the control system shown in the figure. [ Figure 3C ]yes[ Figure 3A The diagram shows a reverse perspective view of a portion of the control system. [ Figure 3D ]yes[ Figure 3A A top view of part of the control system shown in the image. [ Figure 3E ]yes[ Figure 3A The bottom view of a portion of the control system shown in the image. [ Figure 4 ]yes[ Figure 1A perspective view of the control system, showing the XY shifter and base housing, with some components omitted for clarity. [ Figure 5 ]yes[ Figure 1 Another perspective view of the control system shows a portion of the XY shifter, with some components omitted for clarity. [ Figure 6 ] shows the electronic control unit of the control system and [ Figure 1 A schematic diagram of the communication paths between the parts of the control system. [ Figure 7A [It is possible to utilize] Figure 1 A perspective view of an exemplary embodiment of an automated manual transmission control system. [ Figure 7B ]yes[ Figure 7A Another perspective view of the automated manual transmission. [ Figure 8 ]yes Figure 7A and Figure 7B The cross-sectional view of the automated manual transmission shown in the figure. [ Figure 9 ] is used with Figure 7A , Figure 7B and Figure 8 A perspective view of an exemplary embodiment of the main clutch used in conjunction with an automated manual transmission is shown in the figure. [ Figure 10 ] is used with Figure 7A , Figure 7B and Figure 8 A perspective view of an exemplary embodiment of an inertial brake used in conjunction with an automated manual transmission is shown in the figure. [ Figure 11 ] is used with Figure 7A , Figure 7B and Figure 8 A perspective view of an exemplary embodiment of a pneumatic linear clutch actuator used in conjunction with an automated manual transmission is shown in the figure. [ Figure 12A ] is used with Figure 7A , Figure 7B and Figure 8 A perspective view of an exemplary embodiment of a transmission electronic control unit used in conjunction with an automated manual transmission is shown in the figure. [ Figure 12B [This is an illustration of the electronic control unit in the transmission control system and...] Figure 7A , Figure 7B and Figure 8 The diagram shows the communication path between the parts of an automated manual transmission. [ Figure 13A ]yes Figure 7A , Figure 7B and Figure 8 The side view of the first side of the automated manual transmission shown in the figure, and [ Figure 13B ]yes Figure 7A , Figure 7B and Figure 8 A perspective view of the second side of the automated manual transmission shown in the figure. Detailed Implementation

[0010] Figures 1 to 6 An exemplary control system 200 for an automated manual transmission 1100 is shown, an exemplary embodiment of which is illustrated in Figures 7 through 13. According to one exemplary embodiment, the automated manual transmission 1100 can provide six forward speeds and has a torque capacity of at least 610 Nm. In alternative embodiments, the automated manual transmission may include more or fewer forward speeds, or may have a larger or smaller torque capacity.

[0011] Referring to Figures 7 to 13, the automated manual transmission 1100 includes: an input gear 1105, permanently fixed to rotate with the input shaft 1110; a plurality of intermediate gears 1115a, 1115b, 1115c, 1115d, 1115e, 1115f, and 1115g, permanently fixed to rotate with the countershaft 1120; and a plurality of output gears 1125a, 1125b, 1125c, 1125d, 1125e, and 1125f, selectively fixed to rotate with the output shaft 1130. In the illustrated embodiment, the intermediate gears 1115a, 1115b, 1115c, and 1115d are individually formed and subsequently mounted on the countershaft 1120, while the intermediate gears 1115e, 1115f, and 1115g are integrally formed on the countershaft 1120. In an alternative implementation, any one or more of the intermediate gears may be formed individually and subsequently mounted on the countershaft or integrally formed on the countershaft.

[0012] Input gear 1105 is constantly meshed with the first intermediate gear 1115a of a plurality of intermediate gears, and the remaining intermediate gears 1115b, 1115c, 1115d, 1115e, and 1115f are constantly meshed with one of a plurality of output gears 1125a, 1125b, 1125c, 1125d, and 1125e. Additionally, as known in the prior art, intermediate gear 1115g is connected to output gear 1125f via an idler gear (not shown) to provide a reverse gear.

[0013] As will be understood by those skilled in the art, a desired gear ratio can be provided by selectively locking one of the output gears 1125a, 1125b, 1125c, 1125d, 1125e, and 1125f to rotate with the output shaft 1130, or by selectively locking the input shaft 1110 directly to the output shaft 1130. The automated manual transmission 1100 may include speed sensors 1410 and 1415, configured to monitor the rotational speeds of the input shaft 1110 and the output shaft 1130, respectively.

[0014] In alternative embodiments, the automated manual transmission may have fewer or more intermediate gears, fewer or more output gears, and more or more countershafts. In other alternative embodiments, the input gear may not be constantly meshed with one of the multiple intermediate gears, or the intermediate gear may not be constantly meshed with one of the multiple output gears.

[0015] Multiple gear-engaging clutches 1135a, 1135b, 1135c, and 1135d selectively lock output gears 1125a, 1125b, 1125c, 1125d, 1125e, and 1125f to rotate with output shaft 1130 without using a synchronizer. Additionally, the first gear-engaging clutch 1135a selectively locks input shaft 1110 directly to output shaft 1130. Each gear-engaging clutch 1135a, 1135b, 1135c, and 1135d is permanently fixed to rotate with output shaft 1130 and is axially movable along the length of output shaft 1130.

[0016] In the illustrated embodiment, each of the gear engagement clutches 1135a, 1135b, 1135c, and 1135d is a dog-tooth clutch. As will be understood by those skilled in the art, a dog-tooth clutch utilizes interlocking teeth (i.e., "dog teeth") to engage rotating components. This contrasts with a friction clutch, which, as its name suggests, relies on friction to engage rotating components.

[0017] In alternative implementations, the automated manual transmission may use other types of gear-engaging clutches, or may include fewer or more gear-engaging clutches. In other alternative implementations, the gear-engaging clutches may utilize synchronizers to facilitate the selective locking of the output gear to rotate with the output shaft.

[0018] The aforementioned components and other parts of the automatic manual transmission 1100 are housed within a two-piece housing 1140 and lubricated using a splash-type construction. In alternative embodiments, the housing may include fewer or more components. In other alternative embodiments, the lubricant may be pressurized or supplied by a pump, or any other suitable construction may be used to provide lubrication.

[0019] [ Figure 9 [This shows the relationship with] Figure 7A , Figure 7B and Figure 8 An exemplary embodiment of the main clutch 1300 used in conjunction with the automated manual transmission 1100. The main clutch 1300 selectively engages the automated manual transmission 1100 with a power source (e.g., a diesel engine, a gasoline engine, an electric motor, or a hybrid configuration). Specifically, the main clutch 1300 selectively engages the power source with the input shaft 1110. According to one exemplary embodiment, the main clutch 1300 includes 362 mm clutch discs utilizing an SAE3 or SAE2 housing. In other alternative embodiments, the main clutch may use larger or smaller clutch discs, or may utilize any desired housing. For example, the main clutch may utilize an SAE1 housing.

[0020] [ Figure 10 [This shows the relationship with] Figure 7A , Figure 7B and Figure 8 An exemplary embodiment of the inertia brake 1400 used in conjunction with the automated manual transmission 1100. As discussed above, the automated manual transmission 1100 does not utilize a synchronizer. Instead, the inertia brake 1400 facilitates upshifting by slowing the rotation of parts of the automated manual transmission 1100 or the power source. In alternative embodiments, the automated manual transmission may utilize a combination of a synchronizer and an inertia brake. In other alternative embodiments, the automated manual transmission may use any desired construction to slow the rotation of parts of the automated manual transmission to facilitate upshifting.

[0021] In the illustrated embodiment, the inertial brake 1400 is configured to slow the rotation of the countershaft 1120, is pneumatically actuated, and is lubricated by oil splashes generated by gears in the automated manual transmission 1100. According to one exemplary embodiment, the inertial brake 1400 utilizes EATON® E73 friction material and includes an electronic valve 1405.

[0022] In alternative embodiments, the inertial brake can be configured to slow the rotation of other parts of the automatic manual transmission. In other alternative embodiments, any desired construction can be used to actuate the inertial brake. For example, a solenoid valve can be used to electrically actuate the inertial brake. In still other alternative embodiments, a pump or any other desired construction can be used to lubricate the inertial brake. In still other alternative embodiments, any desired friction material can be used for the inertial brake. In still other alternative embodiments, the inertial brake can rely on an electromagnetic braking type construction instead of a friction material.

[0023] [ Figure 11 [This shows the relationship with] Figure 7A , Figure 7B and Figure 8 An exemplary embodiment of the pneumatic linear clutch actuator 1500 used with the automated manual transmission 1100. The pneumatic linear clutch actuator 1500 is configured to actuate the master clutch 1300 to selectively engage or disengage the automated manual transmission 1100 from the power source. The pneumatic linear clutch actuator 1500 can be controlled using integrated intake and exhaust valves 1510 and an integrated position sensor 1515. In alternative embodiments, the intake valve, exhaust valve, or position sensor may not be integrated. In other alternative embodiments, any desired configuration can be used to actuate the master clutch. For example, an electro- or hydraulic configuration can be used to actuate the master clutch.

[0024] [ Figure 12A [This shows the method for using with] Figure 7A , Figure 7B and Figure 8 An exemplary embodiment of the transmission electronic control unit 1600 used in conjunction with the automated manual transmission 1100. The transmission electronic control unit 1600 controls the various components of the automated manual transmission 1100 to provide a desired gear ratio. [See...] Figure 12B As shown, the transmission electronic control unit 1600 communicates with the main clutch 1300, the inertia brake 1400, and the pneumatic linear clutch actuator 1500 to provide control over them during vehicle operation. Furthermore, the transmission electronic control unit 1600 communicates with a rotational speed sensor 1410 for the input shaft 1110 and a rotational speed sensor 1415 for the output shaft 1130 to refine the control of the individual components of the automated manual transmission 1100. Additionally, as discussed further below, the transmission electronic control unit 1600 communicates with the control system electronic control unit 315 of the control system 200. The transmission electronic control unit 1600 also communicates with the transmission user interface 1605 (e.g., a shift lever or shift knob), which the operator uses to select the desired gear ratio.

[0025] In alternative implementations, the transmission electronic control unit may communicate with or control more or fewer components of the automated manual transmission. In other alternative implementations, the transmission user interface may be of any desired configuration. For example, the transmission user interface may utilize buttons or selection keys.

[0026] like Figure 13A and Figure 13B As shown, the automated manual transmission 1100 includes two power take-off unit mounting points 1705 and 1710 located on opposite sides of the housing 1140. This configuration allows the power take-off unit to be mounted on either the left or right side of the automated manual transmission 1100. Known automated manual transmissions allow the power take-off unit to be mounted only on the left or only on the right side of the transmission, but not simultaneously on both sides. In alternative embodiments, the automated manual transmission may include a greater number of power take-off unit mounting points. In other alternative embodiments, the power take-off unit mounting points may be located at any desired location on the housing.

[0027] Now turn to control system 200, for reference. Figures 1 to 6 The control system includes a base box 205 and an XY shifter 210. The base box 205 includes a front support 220 and a rear support 225 that hold multiple shift rails 230a, 230b, 230c, and 230d. Each shift rail 230a, 230b, 230c, and 230d can move along its corresponding longitudinal axis A. s1 A s2 A s3 A s4 Independent translation (i.e., one shift rail can move while the other two remain stationary). Shift forks 235a, 235b, 235c, 235d are mounted on a corresponding one of the shift rails 230a, 230b, 230c, 230d to move with it. As will be understood by those skilled in the art, each shift fork 235a, 235b, 235c, 235d is connected to a corresponding gear engagement clutch 1135a, 1135b, 1135c, 1135d in the automatic manual transmission 1100. Therefore, movement of one of the shift rails 230a, 230b, 230c, 230d ultimately causes movement of one of the gear engagement clutches 1135a, 1135b, 1135c, 1135d via the corresponding shift fork 235a, 235b, 235c, 235d.

[0028] In alternative embodiments, the base box may include fewer or more shift rails. In other alternative embodiments, the base box may include fewer or more supports, or the supports may be omitted. In still other alternative embodiments, one or more shift forks may be connected to different parts of the automatic manual transmission. In still other alternative embodiments, one or more shift forks may be omitted.

[0029] The xy shifter 210 is configured to align shift rails 230a, 230b, 230c, 230d along their respective longitudinal axes A. s1 A s2 A s3 A s4 Translation. The XY shifter 210 includes a master rail 245, which is held by a front support 220 and a rear support 225 of the base housing 205. An earpiece 250 is mounted on the master rail 245.

[0030] The main guide rail 245 can rotate around its longitudinal axis A m Rotate, and also along its longitudinal axis A m Translation. The longitudinal axis A of the main guide rail. m The longitudinal axis A of the shift guide rails 230a, 230b, 230c, and 230d s1 A s2 A s3 A s4 Each longitudinal axis in the diagram extends substantially parallel to the others.

[0031] In alternative implementations, the XY shifter may include more than one master rail. In other alternative implementations, the longitudinal axis of the master rail may extend at a non-parallel angle relative to any longitudinal axis of the shift rail's longitudinal axis.

[0032] Make the main guide rail 245 surround its longitudinal axis A m Rotation is a "gear selection action" and causes the master guide rail 245 to move along its longitudinal axis A. m Translation is a "gear shifting action". The XY shifter 210 includes a rotary motion sensor 255 and a linear motion sensor 260, both configured to monitor the position of the master rail 245. The rotary motion sensor 255 monitors the master rail 245 around its longitudinal axis A. m The rotational position, and the linear motion sensor 260 monitors the master guide rail 245 along its longitudinal axis A. mTranslation. In alternative embodiments, any desired configuration can be used to monitor the rotational position or translation of the master rail. For example, one or more magnetic position sensors can be used to monitor the rotational position or translation of the master rail. In alternative embodiments, the rotational or linear motion sensor can be omitted.

[0033] When the main guide rail 245 surrounds its longitudinal axis A m During rotation, the ear 250 moves to engage with one of the lugs 240a, 240b, 240c, 240d mounted on a corresponding shift rail among the shift rails 230a, 230b, 230c, 230d. Similarly, the main guide rail 245 is positioned along its longitudinal axis A. m Translation causes translation of the ear 250. This movement of the ear 250 is transmitted via one of the corresponding lugs 240a, 240b, 240c, 240d to one of the shift guides 230a, 230b, 230c, 230d, thereby causing the shift guide to move along its corresponding longitudinal axis A. s1 A s2 A s3 A s4 Translation. The shift guide 230a includes a stabilizer 275 mounted thereon, which engages with the main guide rail 245. The stabilizer 275 prevents the shift guide 230a from rotating, thus limiting the shift guide 230a to translational movement.

[0034] In the illustrated embodiment, lugs 240b and 240c are respectively configured to be attached to arms of shift rails 230b and 230c, and lugs 240a and 240d are respectively configured to be recesses formed in shift rails 230a and 230d. In alternative embodiments, any one or more lugs may be configured to be attached to arms of the respective shift rails or to be formed in recesses in the respective shift rails. In other alternative embodiments, any desired configuration can be used to transfer translation of the master rail to one of the shift rails. In still other alternative embodiments, one or more of the shift rails may include a stabilizer, or the stabilizer may be omitted.

[0035] A first actuator 265 performs a gear selection action, and a second actuator 270 performs a gear shifting action. The first actuator 265 and the second actuator 270 each include ball screw mechanisms 280a and 280b and electric motors 285a and 285b. Each ball screw mechanism 280a and 280b includes ball nuts 290a and 290b mounted on corresponding screw shafts 295a and 295b. Screw shafts 295a and 295b are attached to a corresponding one of the electric motors 285a and 285b. The electric motors 285a and 285b rotate the corresponding screw shafts 295a and 295b, thereby causing linear movement of the associated ball nuts 290a and 290b. In alternative embodiments, the first or second actuator can have any desired configuration. For example, the first or second actuator may include a gear train instead of a ball screw mechanism.

[0036] The first actuator 265 includes a selector lever 300 attached to the main guide rail 245. The selector lever 300 engages with a ball nut 290a and converts linear movement of the ball nut 290a into rotational movement, which causes the main guide rail 245 to move about its longitudinal axis A. m Rotation. The longitudinal axis A of the screw shaft 295a of the first actuator 265. a1 With the longitudinal axis A of the main guide rail 245 m It extends substantially vertically. In an alternative embodiment, the longitudinal axis of the screw shaft of the first actuator can extend at any desired angle relative to the longitudinal axis of the master guide rail.

[0037] The second actuator 270 includes a shift lever 305 and a shift selector 310. The shift lever 305 is attached to a ball nut 290b and engages with the shift selector 310, which is attached to a master guide rail 245. Linear movement of the ball nut 290b is transmitted to the master guide rail 245 via the shift lever 305 and shift selector 310 assembly, thereby causing the master guide rail 245 to move along its longitudinal axis A. m Translation. The longitudinal axis A of the screw shaft 295b of the second actuator 270. a2 With the longitudinal axis A of the main guide rail 245 m They extend substantially parallel to each other. In an alternative embodiment, the longitudinal axis of the screw shaft of the first actuator can extend at any desired angle relative to the longitudinal axis of the master guide rail.

[0038] like[ Figure 6As shown, the control system electronic control unit 315 communicates with the transmission electronic control unit 1600 of the automated manual transmission 1100, the motor 285a of the first actuator 265, the motor 285b of the second actuator 270, the rotary motion sensor 255, and the linear motion sensor 260. The control system electronic control unit 315 controls the first actuator 260 and the second actuator 270 to provide the desired gear ratio, as further explained below.

[0039] In alternative implementations, the control system electronic control unit may be integrated with the electronic control unit of the automated manual transmission. In other alternative implementations, the control system electronic control unit may communicate with or control more or fewer components of the automated manual transmission.

[0040] During use, the operator signals his or her desired gear selection via the transmission user interface 1605. This input is sensed by the transmission electronic control unit 1600, which sends a signal to the control system electronic control unit 315.

[0041] The control system electronic control unit 315 initiates gear shifting by first performing a gear selection action. This gear selection action is performed through the following steps: power is sent to the motor 285a of the first actuator 265, thereby causing the main guide rail 245 to move around its longitudinal axis A via the aforementioned screw shaft 295a, ball nut 290a, and selector lever 300. m Rotation. The motor 285a of the first actuator 265 continues to rotate until the lug 250 engages one of the lugs 240a, 240b, 240c, 240d on the corresponding shift rails 230a, 230b, 230c, 230d associated with the gear selected by the operator. Then, the gear selection action is completed, and power to the motor 285a is cut off to stop the main guide rail 245 along its longitudinal axis A. m Further rotation. The rotational position of the master track 245 can be monitored or verified by the rotational movement sensor 255 to ensure that the ear 250 has engaged the desired lug among the lugs 240a, 240b, 240c, and 240d. For illustrative purposes, it is assumed that the ear 250 engages with the first lug 240a.

[0042] Once the gear selection action is completed, the electronic control unit 315 of the control system performs the gear shifting action through the following steps: power is sent to the motor 285b of the second actuator 270, thereby causing the main guide rail 245 to move along its longitudinal axis A via the aforementioned screw shaft 295b, ball nut 290b, shift lever 305 and shift selector 310. m Translation. Additionally, as described above, the main guide rail 245 is moved along its longitudinal axis A.m Translation causes movement of the dog clutch associated with the gear selected by the operator via the lugs 250 and one of the lugs 240a, 240b, 240c, 240d, and the associated shift rails 230a, 230b, 230c, 230d. For illustrative purposes, it is assumed that the lug 250 engages with the first lug 240a, as discussed above. Therefore, the aforementioned process will cause the first shift rail 230a to move along its longitudinal axis A. s1 Translation. However, it should be understood that if the ear 250 is moved to engage with the second lug 240b, the third lug 240c, or the fourth lug 240d respectively during the gear selection operation, the aforementioned process will cause similar movement of the second shift guide 230b, the third shift guide 230c, or the fourth shift guide 230d.

[0043] The motor 285b of the second actuator 270 continues to rotate until the gear engagement clutch engages with the gear corresponding to the gear selected by the operator, thereby fixing the desired gear to rotate together with the output shaft. Then, the gear shift is completed, and power to the motor 285b is cut off to stop the main guide rail 245 along its longitudinal axis A. m Further translation. The automated manual transmission 100 is now in the gear selected by the operator. The linear position of the master rail 245 can be monitored or verified by the linear motion sensor 260 to assess whether the gear engagement clutch has engaged the desired gear.

[0044] The foregoing describes the general shifting process, which can be upshifting or downshifting. In the case of upshifting, prior to the shift, the transmission electronic control unit 1600 actuates the pneumatic linear clutch actuator 1500 to disengage the main clutch 1300 from the power source. The electronic control unit 1600 also commands the electronic valve 1405 to actuate the inertial brake 1400 to slow the rotation of the countershaft 1120, thereby facilitating the shift. Speed ​​sensors 1410 and 1415 monitor the input and output rotational speeds to further facilitate the upshifting process. In the case of downshifting, instead of utilizing the inertial brake 1400, the transmission electronic control unit 1600 controls the speed of the power source to facilitate the shift.

[0045] The automated manual transmission 1100 and control system 200 disclosed herein offer several advantages over known constructions. For example, using an inertial brake 1400 instead of a synchronizer reduces cost and increases durability. As another example, using a linear pneumatic actuator 1500 instead of a linear hydraulic actuator further reduces cost. As yet another example, providing two power take-off unit mounting points 1705, 1710 on opposite sides of the housing 1140 provides increased flexibility compared to automated manual transmissions with power take-off unit mounting points on only one side. As yet another example, the control system 200 reduces complexity, cost, and size compared to known control systems. Therefore, the automated manual transmission 1100 disclosed herein advantageously reduces cost, complexity, and size while increasing durability and flexibility compared to known automated manual transmissions. Furthermore, the control system 200 disclosed herein advantageously reduces complexity, cost, and size compared to known control systems for automated manual transmissions.

[0046] Regarding the control system 200, the construction disclosed herein reduces the height of the XY shifter 210 by approximately 32% compared to known electrically actuated XY shifters and by approximately 43% compared to known hydraulically actuated XY shifters. According to one example, the XY shifter 210 has a height of 63 mm, compared to an equivalent known electrically actuated XY shifter with a height of 93 mm and an equivalent known hydraulically actuated XY shifter with a height of 111 mm.

[0047] Without excluding other possible implementations, certain exemplary implementations are summarized in the following example clauses.

[0048] Example Clause 1: An automated manual transmission includes: an input shaft; an input gear mounted on the input shaft; a countershaft; a plurality of intermediate gears permanently fixed to rotate with the countershaft; an output shaft; a plurality of output gears selectively fixed to rotate with the output shaft; a plurality of gear engagement clutches configured to selectively engage a corresponding one of the plurality of output gears to rotate with the output shaft; an inertia brake configured to selectively slow the rotation of the countershaft; a main clutch for selectively connecting a power source to the input shaft; a control system configured to move one of the plurality of gear engagement clutches to engage with a corresponding one of the plurality of output gears; at least two power take-off unit mounting points; and a transmission electronic control unit configured to control the operation of the automated manual transmission.

[0049] Example Clause 2: An automated manual transmission according to Example Clause 1, wherein one of a plurality of gear-engaging clutches is configured to selectively lock the input shaft directly to the output shaft.

[0050] Example Clause 3: Automated manual transmissions according to Example Clause 1 or 2, wherein the inertial brake is a pneumatic inertial brake.

[0051] Example Clause 4: An automated manual transmission according to any one of Example Clauses 1 to 3, wherein the inertial brake is lubricated by oil splashes generated by the gears.

[0052] Example Clause 5: An automated manual transmission according to any one of Example Clauses 1 to 4, wherein the main clutch has a linear pneumatic actuator.

[0053] Example Clause 6: An automated manual transmission according to any one of Example Clauses 1 to 5, wherein one of at least two power take-off unit mounting points is disposed on a first side of the housing of the automated manual transmission, and the other of at least two power take-off unit mounting points is disposed on a second side of the housing opposite to the first side.

[0054] Example Clause 7: An automated manual transmission according to any one of Example Clauses 1 to 6, wherein the input gear is permanently fixed to rotate with the input shaft.

[0055] Example Clause 8: An automated manual transmission according to any one of Example Clauses 1 to 7, wherein each of the plurality of gear-engaging clutches is a dog-tooth clutch.

[0056] Example Clause 9: An automated manual transmission according to any one of Example Clauses 1 to 8, wherein each dog clutch is permanently fixed to rotate with the output shaft and is axially movable along the length of the output shaft.

[0057] Example Clause 10: An automated manual transmission according to any one of Example Clauses 1 to 9, wherein a plurality of gear engagement clutches selectively engage a corresponding one of a plurality of output gears to rotate together with the output shaft without the use of a synchronizer.

[0058] Example Clause 11: An automated manual transmission according to any one of Example Clauses 1 to 10, wherein each of a plurality of output gears is constantly meshed with a corresponding one of a plurality of intermediate gears.

[0059] Example Clause 12: An automated manual transmission according to any one of Example Clauses 1 to 11, wherein one of a plurality of intermediate gears is constantly engaged with an input gear.

[0060] Example Clause 13: An automated manual transmission according to any one of Example Clauses 1 to 12, wherein the control system includes at least one electric motor.

[0061] Example Clause 14: An automated manual transmission according to any one of Example Clauses 1 to 13, wherein the control system includes at least one ball screw mechanism.

[0062] Example Clause 15: An automated manual transmission according to any one of Example Clauses 1 to 14, wherein at least one ball screw mechanism includes a screw shaft mounted to at least one electric motor and includes a ball nut, and wherein at least one electric motor rotates the screw shaft to cause linear movement of the ball nut.

[0063] When the terms “comprising” or “having” are used in the specification or claims, they are intended to be inclusive in a manner similar to the term “including,” and are interpreted in this way when used as a transitional word in the claims. Furthermore, when the term “or” is used (e.g., A or B), it is intended to mean “A or B or both.” The term “A or B only, and not both” will be used when the applicant intends to indicate “only A or B and not both.” Therefore, the use of the term “or” herein is inclusive, not exclusive. See Bryan A. Garner, *A Dictionary of Modern Legal Usage*, p. 624 (2nd edition, 1995). Furthermore, when the terms “in” or “to…in” are used in the specification or claims, they are intended to additionally mean “on” or “to…on.” Furthermore, when the term “connected” is used in the specification or claims, it is intended to mean not only “directly connected to” but also “indirectly connected to,” such as a connection through another component or other components.

[0064] While this disclosure has been described through its embodiments, and while the embodiments have been described in considerable detail, the applicant does not intend to limit the scope of the appended claims to or in any way restrict it to such details. Other advantages and modifications will readily occur to those skilled in the art. Therefore, this disclosure is not limited in its broader aspects to the specific details, representative devices and methods, and the illustrative examples shown and described. For example, the control system disclosed herein can be used in any desired automatic manual transmission design other than the automatic manual transmission design described herein. As another example, an automatic manual transmission can utilize any desired control system other than the control system described herein. Therefore, deviations from such details are possible without departing from the spirit or scope of the applicant's overall inventive concept.

Claims

1. An automated manual transmission, comprising: Input axis; An input gear is mounted on the input shaft; Secondary shaft; Multiple intermediate gears are permanently fixed to rotate together with the secondary shaft; Output shaft; Multiple output gears are selectively fixed to rotate together with the output shaft; Multiple gear engagement clutches are configured to selectively engage a particular one of the multiple output gears to rotate together with the output shaft; An inertial brake, configured to selectively slow the rotation of the secondary shaft; The main clutch is used to selectively connect a power source to the input shaft; The control system is configured to move one of the plurality of gear-engaging clutches to engage with a corresponding one of the plurality of output gears; At least two power take-off unit mounting points; as well as The transmission electronic control unit is configured to control the operation of the automated manual transmission.

2. The automated manual transmission according to claim 1, wherein, One of the plurality of gear-engaging clutches is configured to selectively lock the input shaft directly to the output shaft.

3. The automated manual transmission according to claim 1, wherein, The inertial brake is a pneumatic inertial brake.

4. The automated manual transmission according to claim 1, wherein, The inertial brake is lubricated by oil splashes generated by the gears.

5. The automated manual transmission according to claim 1, wherein, The main clutch has a linear pneumatic actuator.

6. The automated manual transmission according to claim 1, wherein, One of the at least two power output unit mounting points is located on a first side of the housing of the automatic manual transmission, and the other of the at least two power output unit mounting points is located on a second side of the housing opposite to the first side.

7. The automated manual transmission according to claim 1, wherein, The input gear is permanently fixed so that it rotates together with the input shaft.

8. The automated manual transmission according to claim 1, wherein, Each of the plurality of gear-engaging clutches is a dog-tooth clutch.

9. The automated manual transmission according to claim 8, wherein, Each dog-tooth clutch is permanently fixed to rotate with the output shaft and can move along the length axis of the output shaft.

10. The automated manual transmission according to claim 1, wherein, The plurality of gear engagement clutches selectively lock a corresponding one of the plurality of output gears to rotate together with the output shaft without the use of a synchronizer.

11. The automated manual transmission according to claim 1, wherein, Each of the plurality of output gears is in constant mesh with a corresponding one of the plurality of intermediate gears.

12. The automated manual transmission according to claim 1, wherein, One of the plurality of intermediate gears is constantly meshed with the input gear.

13. The automated manual transmission according to claim 1, wherein, The control system includes at least one electric motor.

14. The automated manual transmission according to claim 10, wherein, The control system includes at least one ball screw mechanism.

15. The automated manual transmission according to claim 11, wherein, The at least one ball screw mechanism includes a screw shaft mounted to the at least one electric motor and includes a ball nut, wherein the at least one electric motor rotates the screw shaft to cause linear movement of the ball nut.

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