Polymorphic gear transmission system for automobiles

Abstract

A polymorphic gear transmission (PGT) system for a vehicle is disclosed. An Active Clutch System (ACS) including an Active Clutch Pedal (ACP) and a Clutch Pedal Position Sensor (CPPS). Further an Active Gear System (AGS) including a gear selection mechanism and a Gear Selection Sensor (GSS). The system further comprises a Transmission Control Unit (TCU) configured to receive signals from the CPPS and the GSS and to control a Clutch Plate Actuator (CPA) and a Transmission Gear Actuator (TGA) based on the received signals. The PGT system is configured to allow a driver to switch between manual and automatic transmission modes.

Description

TITLE OF INVENTION:POLYMORPHIC GEAR TRANSMISSION SYSTEM FOR AUTOMOBILES TECHNICAL FIELD

[0001] The present disclosure generally relates to a vehicle transmission systems, and more particularly relates to a polymorphic gear transmission (PGT) system that allows switching or opting between manual and automatic transmission modes. It needs to be appreciated that the term "polymorphic" used in the present invention is used to intend / suggest the ability to take on multiple forms or functions, which aligns well with the idea of a hybrid device that can adapt or change based on different conditions or requirements.BACKGROUND

[0002] Manual transmission systems require the driver to manually engage and release the clutch and shift gears, which can be physically demanding, especially in heavy traffic or during long drives. This can lead to driver fatigue and discomfort. Additionally, the clutch pedal movement hardens over a period. Improper use of the clutch and gear shift can result in engine stalling, inefficient power delivery, and increased wear and tear on the clutch components. New drivers often find manual transmissions challenging to learn and master, leading to a steeper learning curve compared to automatic transmissions.

[0003] Existing solutions in the field include traditional manual and automatic transmission systems. Manual transmissions provide direct control over gear selection and clutch operation, which can be advantageous for experienced drivers seeking a more engaging driving experience. Automatic transmissions, on the other hand, offer ease of use by eliminating the need for manual clutch operation and gear shifting, making them more suitable for drivers seeking convenience and comfort. However, automatic transmissions tend to be more complex and costly to manufacture (as different gear systems are to be manufactured for manual and automatic separately), and there can be a slight delay in response time when shifting gears, which can affect the driving experience and performance in certain situations.

[0004] Despite the advantages of both manual and automatic transmissions, there are significant limitations and drawbacks associated with each. Manual transmissions can cause the driver fatigue due to the continuous use of the clutch pedal in stop-and-go traffic, reducing overall driving comfort. They also present a steeper learning curve for new drivers. Automatic transmissions, while more convenient, can provide less direct control over clutch control and gear selection, potentially leading to less efficient power delivery and fuel consumption in certain driving conditions. Additionally, the complexity and cost of manufacturing automatic transmissions are higher compared to manual transmissions.

[0005] Given these deficiencies, there is a need for an innovative solution that addresses the limitations of both manual and automatic transmission systems. The present invention discloses a polymorphic gear transmission system for automobiles configured to provide a more efficient, cost-effective, and user-friendly transmission system that overcomes the challenges associated with existing technologies.SUMMARY

[0006] This summary is provided to introduce concepts related to an automotive transmission system, specifically addressing the challenges associated with both manual and automatic transmission systems. This summary is not intended to identify essential features of the claimed subject matter nor is it intended for use in limiting the scope of the claimed subject matter.

[0007] In accordance with an embodiment of the present invention, the Polymorphic GearTransmission System (PGT) is designed to merge the benefits of both manual and automatic transmissions in vehicles, while mitigating their respective drawbacks. This system allows drivers to switch seamlessly between manual and automatic modes based on their preference or driving conditions. By combining manual and automatic transmission capabilities into a single system, the PGT reduces the need for separate gearboxes, which in turn lowers manufacturing costs. This integration not only makes the production process more efficient but also reduces the overall cost of the vehicle. The PGT system is adaptable to both single gearbox with a single clutch system or dual gearbox with a dual clutch system. The manufacturer can make a vehicle as discrete manual or automatic or hybrid transmissions, with the same design. However, a versatile design can be decided by the manufacturer.

[0008] In accordance with an embodiment of the present invention, the Active ClutchSystem (ACS) comprises an Active Clutch Pedal (ACP), a Clutch Pedal Position Sensor (CPPS), a Transmission Control Unit (TCU), and a Clutch Plate Actuator (CPA). The ACP is designed to simulate the pressure of current manual transmission vehicles using a spring or hydraulic mechanism, which is adjustable based on driver preference. The ACP is connected to the CPPS through a connecting rod, which detects the movement of the ACP and sends the position data to the TCU. The TCU, an electronic device or computer, processes the ACP position data along with vehicle movement direction, speed, and engine RPM to control the CPA. The CPA, which can be electro-mechanical or electro-hydraulic, then moves the clutch plates accordingly. The system ensures that the clutch plates' movement is directly proportional to the ACP position, providing a smooth and consistent clutch feel, reducing physical strain on the driver, and enhancing overall comfort.

[0009] According to another embodiment, the Intelligent Launch Control (ILC) is integrated with the first gear and reverse gear, enabling automatic control of the clutch plates bythe TCU when these gears are selected. When the ILC is enabled, the driver can release the ACP completely to enable creeping mode, where the vehicle moves slowly at a factory-set speed until the accelerator is pressed above a certain threshold. The ILC also includes a Hill Assist feature, which applies brakes and adjusts the clutch position to prevent engine stalling and maintain vehicle movement on inclined terrains. The ILC can be turned off, reverting the clutch control to the ACS, where the driver must manually manage the clutch pedal and acceleration.

[0010] In accordance with another embodiment, the active gear system (AGS) in the PGT allows for various transmission modes, including manual transmission with AGS and ACS, manual transmission with AGS and automatic clutch control (ACC), and automatic transmission with ACC. The AGS comprises a gear shifter, a gear selection sensor (GSS), a TCU, and a transmission gear actuator (TGA). The gear shifter mechanism allows for precise gear selection, and the GSS detects the gear position, sending the data to the TCU. The TCU then signals the TGA to change the gears in the gearbox. This system ensures ease of shifting gears, consistent across all vehicle sizes and types, and prevents gear selection errors that could lead to engine damage.

[0011] According to another embodiment, the manual transmission with AGS and ACS allows the driver to shift gears manually while the ACS manages the clutch operation, the driver presses the ACP to shift gears, and the TCU controls the clutch plates to enable creeping mode or hill assist mode as needed. The system ensures enough torque and clutch engagement to reduce wear and tear. In the Manual Transmission with AGS and ACC mode, the ACP is disabled, and the TCU automatically controls the clutch plates based on gear selection and brake pedal position. This mode allows the driver to shift gears without operating the clutch pedal, providing a smoother driving experience.

[0012] In accordance with another embodiment, the Automatic Transmission with ACC mode allows the driver to select an automatic mode where the TCU controls both the clutch plates and gear selection. The driver only needs to press the brake pedal and select the desired gear, and the TCU manages the rest, including enabling creeping mode and hill assist mode. This mode provides a fully automatic driving experience, reducing the need for manual gear shifting and clutch operation.

[0013] The PGT system also includes convenience features such as paddle shifters for quick and convenient gear changes, and cruise control for maintaining a constant speed during long drives. The system is designed with fail-safe operations, where the TCU takes over control in case of component failures, alerting the driver with audio or visual signals. The fail-safe mechanisms ensure that the vehicle remains in a safe operating mode until the issues are resolved.BRIEF DESCRIPTION OF DRAWINGS

[0014] The detailed description is described with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the drawings to refer like features and components.

[0015] FIG. 1 illustrates an exemplary active clutch pedal (ACP), a brake pedal and an accelerator pedal as available in existing manual transmission vehicles.

[0016] FIG. 2 illustrates an exemplary block diagram of an active clutch system (ACS) in accordance with an exemplary embodiment of the present disclosure.

[0017] FIG. 3 illustrates an exemplary working (various conditions) of an active clutch system (ACS) in accordance with an exemplary embodiment of the present disclosure.

[0018] FIG. 4 illustrates an exemplary gear knob, in accordance to some embodiments of the present disclosure.

[0019] FIG. 5 illustrates an exemplary active gear system (AGS), in accordance with an exemplary embodiment of the present disclosure.

[0020] FIG. 6, illustrates a block diagram for a polymorphic gear transmission 100, in accordance to some embodiments of the present disclosure.

[0021] FIG. 7 illustrates a flow chart in accordance with an exemplary embodiment of the present disclosure.DETAILED DESCRIPTION

[0022] Some embodiments of the present disclosure, illustrating all its features, will now be discussed in detail. It must also be noted that as used herein and in the appended claims, the singular forms "a", "an" and "the" include plural references unless the context clearly dictates otherwise.

[0023] This invention polymorphic gear transmission system (PGT), designed to merge the benefits of both manual and automatic transmissions while mitigating their respective problems by introducing the clutch and the gear box control system with the help of electronics, electrical and / or hydraulic devices. It may be appreciated that electrical and hydraulic are present as combinations or options. It can be fully electrical or combination of electrical and hydraulic.

[0024] The PGT provides convertible option between the following modes in the same vehicle. The transmission modes are selectable by the driver based on the preference and road conditions.

[0025] The following transmission modes can either present in a single vehicle with driver selectable or different vehicle for each type of transmission or a combination, based on the manufacturer’s decision:

[0026] Active Clutch Pedal (ACP);

[0027] Clutch Pedal Position Sensor (CPPS);

[0028] Active Gear System (AGS);

[0029] Gear Selection Sensor (GSS);

[0030] Electronic Control Unit (ECU);

[0031] Transmission Control Unit (TCU);

[0032] Clutch Plate Actuator (CPA);

[0033] Transmission Gear Actuator (TGA).

[0034] Active Clutch System (ACS): The Active Clutch System or ACS in PGT consist of following components:

[0035] Active Clutch Pedal (ACP);

[0036] Clutch Pedal Position Sensor (CPPS);

[0037] Transmission Control Unit (TCU);

[0038] Clutch Plate Actuator (CPA).

[0039] Active Clutch Pedal (ACP): In ACS, the Active Clutch Pedal or ACP (3 in FIG. 1) is located at the similar position, where the existing manual transmission vehicles today have, along with Brake Pedal (2 in FIG. 1) and Accelerator Pedal (1 in FIG. 1). FIG. 1 illustrates an exemplary active clutch pedal (ACP), a brake pedal and an accelerator pedal as available in existing manual transmission vehicles.

[0040] In existing manual transmission systems, the Clutch Pedal actuates the clutch plates directly using wire or hydraulic. With the clutch pedal directly controlling the clutch plates have some drawbacks as follows.

[0041] Manual transmission systems require the driver to manually engage, release the clutch and shift gears. The pressure required to operate the Clutch Pedal varies based on the gear box type and size. The pressure required to operate the Clutch Pedal increases over time due to the wear and tear. Also, the pressure required to operate the Clutch Pedal increases over time due to the driving style of the drivers. This process can be physically demanding, especially in heavy traffic or during long drives, leading to driver fatigue.

[0042] Improper use of the clutch and gear shift can result in engine stalling, inefficient power delivery, and increased wear and tear on the clutch and gear components.

[0043] Manual transmissions can be challenging for new drivers to learn and master, leading to a steeper learning curve compared to automatic transmissions.

[0044] Continuous use of the clutch pedal in stop-and-go traffic can cause foot fatigue, reducing overall driving comfort.

[0045] Working principle of the ACS in PGT: ACS consists of ACP, CPPS, TCU and CPA. In ACS, the ACP is placed in similar way of existing manual transmission vehicles have. The pressure applied to the ACP is controlled by a spring or hydraulic, to simulate the pressure of the current manual transmission vehicles. The tension of the spring or the hydraulic is adjustable, based on the driver or manufacturer’s preference. It can be appreciated that the manufacturer can decide to provide adjustable tension or a suitable fixed tension. The spring or the spring with gears or hydraulic piston can be attached to the ACP separately or in the connecting rod itself.

[0046] FIG. 2 illustrates an exemplary block diagram of an active clutch system (ACS) in accordance with an exemplary embodiment of the present disclosure.

[0047] The ACP is connected to a Clutch Pedal Position Sensor or CPPS (2 in Fig. 2), through a connecting rod. The CPPS detects the movement of the connecting rod to calculate the position of the ACP. The signal from the CPPS is sent to the Transmission Control Unit (TCU) (4 in Fig. 2) through signal wire (3 in Fig. 2). The CPPS can be any of the type like hall-effect sensor or pressure sensor or optical sensor or resistive sensor or inductive sensor or ultrasonic sensor. The data from the CPPS to the TCU can be digital or analog.

[0048] Transmission Control Unit (TCU): The Transmission Control Unit (TCU) (4 in Fig. 2) is an electronic device or a computer, which consists of Microcontroller or Microprocessor. TCU can be a part of a vehicle’s Electronic Control Unit (ECU) itself or it can be a separate unit, which will work in conjunction with ECU.

[0049] The TCU acquires the ACP position data from the CPPS. The TCU calculates or resolves the data from the CPPS and the data from ECU like vehicle movement direction, speed, engine RPM to prepare the data for controlling the Clutch Plates (8 in Fig. 2) using Clutch Plate Actuator or CPA (6 in Fig. 2) through electrical wire (5 in Fig. 2). The CPA can be electromechanical or electro-hydraulic. The CPA then moves the Clutch Plates accordingly. The movement of the clutch plate is directly proportional to the ACP position.

[0050] When the ACP is not pressed, the data from the CPPS is calculated as position ‘zero’. When the position is zero, the CPA fully engages the clutch plates to the engine rotation.

[0051] When the ACP is fully pressed, the position is ‘n’. The ‘n’ denotes the maximum digital value calculated by the TCU based on the signal or position value from the CPPS.

[0052] When driver press or release the ACP, the position value from the CPPS varies and the TCU assigns value between ‘zero’ and ‘n’. The resolution of the numbers between the ‘zero’ and ‘n’ denotes the digital value change in steps. Similarly, the CPA has boundary values between zero and n directly mapped to the zero and n of resolved CPPS value in the TCU.

[0053] FIG. 3 illustrates an exemplary working (various conditions) of an active clutch system (ACS) in accordance with an exemplary embodiment of the present disclosure.

[0054] Let’s assume both CPPS and CPA have boundary values of “x” and “n”, the change in step is by 1. The boundary values of the release fork can move is the value “c” between “a” and “b”, the change in step is by 1. The variables and values mentioned below are completely for representation purpose only. The boundary values and resolution vary during implementation.

[0055] x (Fig.3) is 0, the initial position of the ACP when it is not pressed, y (Fig.3) is the CPPS generated value when the ACP is pressed and n (Fig.3) is upper boundary value, when it is fully pressed.

[0056] a (Fig.3) is 0, the initial position of the clutch plates when ACP is not pressed, c (Fig.3) will be the calculated value based on “y” and b (Fig.3) is the maximum distance of the clutch plates can be released when ACP is fully pressed.

[0057] The TCU gets the y data from the CPPS (2 in Fig.3) and the TCU engages the CPA (6 in Fig.3) to the position “c” in Fig.3. The CPA the moves the Clutch Plate Release Fork (7 in Fig.2) to engage the Clutch Plates (8 in Fig.3).

[0058] When the value y is 0, then the Clutch Plate is fully engaged and connected to Engine’s input shaft making the vehicle move. When the value of y is maximum boundary value, then the Clutch Plate is disconnected from the Engine’s input shaft with the help of the CPA and release fork. The distance of clutch plates can travel between engaged position (a=c) and released state (b=c) is directly proportional to the distance of ACP can travel from x to n. The value and signal to the CPA is mapped by the TCU and moves the release fork using CPA, based on the reading from CPPS. The resolution of the values in step and time taken for the calculation is based on the TCU’s processing speed and capability.

[0059] CPA Offset and Clutch Plate replacement warning: CPA Offset value is stored in the TCU to detect the wear and tear of the Clutch Plates. The TCU continuously monitors at which position of CPA is actually moving the vehicle. This process is executed after the first time when the vehicle is moved after engine ignition is started to reduce the overload for TCU. When the vehicle is out of the manufacturing unit, the first few readings while driving are taken by the TCU and stores the launch condition value and sets as offset value as 0 (zero) when the vehicle starts moving. Let’s consider the launch condition as a variable ‘z’. The TCU detects the vehicle movement with the readings from the ECU.

[0060] When the driver releases the ACP, the TCU maps the value from n to 0. There is a point where the CPA moves engage the clutch plates and the vehicle will start moving. Let’s consider this position as y and at this point of offset is initially set as zero.

[0061] Let’s assume, when the vehicle is out of manufacturing unit with new clutch plates, the vehicle launches to move at the point when the value of y is 980. When natural wear and tear occurs in the clutch plates, the vehicle will not move at the same when y is 980. The TCUcontinuously monitors the y position and compares with the already stored launch condition value ‘z’. If there is any difference between y and z is calculated as offset value and store in the TCU’s memory. When the TCU sends the signal ‘y’ to move the CPA, the CPA’s position data is subtracted with the offset value, so that the CPA engages the clutch to launch the vehicle without any delays.

[0062] The manufacturers can set the clutch plate replacement alert by setting a threshold value to the offset. When the offset increases over the threshold value, the driver is alerted with audio or visual or both feedback to warn the clutch plate condition and to replace it soon.

[0063] When the old clutch plates are removed and the new clutch plates are installed, then the service engineer resets the offset data to 0 and the initial launch condition value now compares with the previously stored value. If the new value is greater than the previously stored value, then the TCU stores the newer value as initial launch condition for the CPA. If the value is less than the previously stored value, then the difference is calculated as offset.

[0064] Intelligent Launch Control (ILC): The Intelligent Launch Control (LLC) is a feature integrated with first gear and reverse gear. This is feature can be incorporated in first gear and reverse gear by default which is set by the manufacturer or can be a programmable or selectable option by the driver or manufacturer.

[0065] When the ILC is enabled, the clutch plates are automatically controlled by the TCU when the selected gear if first gear or reverse gear. When the ILC is enabled, the ACP is pressed to change the gear to first gear or reverse gear. Once the first gear or reverse gear is selected, the driver can release the ACP completely to enable the creeping mode. In creeping mode, the TCU intelligently handles the CPA to engage the clutch to launch the vehicle and move slowly. The creeping mode maintains a factory set speed until the acceleration is pressed above the threshold of creeping mode.

[0066] Let’s assume if the manufacturer has set the boundary value for creeping mode vehicle speed as 10 kilometres per hour, when the driver releases the ACP after changing the gear to first gear or reverse gear, the ILC starts moving the vehicle up to 10 kilometres per hour. The speed of the vehicle can be controlled below this creeping mode speed, the brakes can be used. There is no need of pressing the ACP till the driver decided to change the gear.

[0067] When the driver presses the accelerator, the creeping mode is turned off and the clutch plates are controlled automatically by the TCU. The clutch plates are engaged automatically based on the throttle and engine RPM. The clutch plates and vehicle speed are controlled automatically at the first gear and reverse gear. This automatic control ensures no engine stalling at the first or reverse gear.

[0068] Hill Assist or Hill Hold in ILC: When the driver shifts to first gear and requires to climb up an inclined terrain, the ILC enables the creeping mode by default. TCU now detects the engine stalling while enabling the creeping mode due to the high torque requirement to climb up the terrain. The TCU enables the Hill Assist mode in the ILC to apply brakes and try to move the vehicle by increasing certain level of acceleration and adjusting the clutch position. When the driver presses the acceleration pedal and the brakes are released to senses the vehicle movement based on the data from ECU. The clutch plates are engaged automatically to maintain the forward movement of the vehicle in the first gear and reverse movement when the reverse gear is selected.

[0069] Turn off ILC: When ILC is turned off, the clutch control of ACS behaves the same as other gears from 1 to n and R. The driver has to release the ACP slowly and provide enough acceleration to move the vehicle. The TCU continuously monitors the vehicle speed, engine RPM and clutch pedal position and calculate the clutch plate position. If the enough torque is not available for the vehicle to move, the ACS will try maintain the clutch plate position where engine will not stall. In this automatic engine stall prevention mechanism, if the vehicle in inclined position in 1st gear or reverse gear and vehicle is not moving, then the hill assist mode is enabled automatically until the driver increases the desired acceleration to move the vehicle.

[0070] Clutch control during emergency braking: During the emergency braking, the TCU automatically controls the ACS and downshifts using AGS to provide additional braking using engine’s RPM.

[0071] Benefits of Active Clutch System (ACS): Unlike the traditional clutch pedal and clutch plate control, the ACS provides ACP and CPPS to detect the clutch pedal position. The ACP is not directly controlling the clutch plates like we have in traditional manual transmission vehicles. The clutch plates are controlled by CPA, which is controlled by the TCU based on the ACP’s CPPS data. ACS eliminates the need for the driver to control more pressure to operate the clutch pedal.

[0072] ACP provides consistent and smooth clutch feel regardless of vehicle size or type, reducing physical strain on the driver and enhancing overall comfort. This uniformity enhances the driving experience, making it predictable and reliable regardless of the vehicle being driven.

[0073] The softer and more consistent clutch pedal movement of ACP, significantly reduces the physical effort required from the driver, particularly beneficial in urban driving conditions and long-distance travel. Additionally, the system's ability to intelligently manage clutch and gear operations helps prevent engine stalling and ensures smoother vehicle operation, contributing to overall driver safety.

[0074] ACS provides advanced control over the transmission, offering features such as hill assist, which helps maintain control on inclines, engine braking assistance and dynamic gearshifting patterns that can be customized based on manufacturer preferences. This flexibility allows for a wide range of applications, from compact cars to larger vehicles, enhancing the system's versatility.

[0075] Working principle of gear transmission using AGS in PGT :

[0076] When a vehicle is manufactured as PGT’s convertible gearbox design, that vehicle will have options for the driver to select the transmission mode. The vehicle’s gear transmission is controlled by Active Gear System (AGS). Following are the transmission modes the AGS supports:

[0077] Manual Transmission with AGS and ACS;

[0078] Manual Transmission with AGS and Automatic Clutch Control (ACC);

[0079] Automatic Transmission with Automatic Clutch Control (ACC);

[0080] The manufacturer of the vehicle can provide any one or combination or all of the transmission systems as mentioned above.

[0081] The AGS consists of following components:

[0082] Digital Gear Selector or Gear Shift Lever or Rotary Gear Selector

[0083] Gear Selection Sensor (GSS)

[0084] Transmission Control Unit (TCU)

[0085] Transmission Gear Actuator (TGA)

[0086] FIG. 4 illustrates an exemplary gear knob, in accordance to some embodiments of the present disclosure.

[0087] The AGS is the gear shifter mechanism, consists of the gear lever (1 in Fig.4) which can move in two dimensions in a track or rail (2 in Fig.4). The gear lever moves in the track for the precise gear selection.

[0088] The gears for the forward movement of the vehicle are represented as numbers. The odd number gear selection is at the top and even number gear selection is at the bottom of the rail. The total number gears (3 in Fig. 4) for a vehicle model is decided by the manufacturer while manufacturing the gear box for the respective vehicle. When the gear shifter can move freely in the middle track (2 in Fig. 4) means the gear box in neutral position where clutch plates are disconnected from the engine’s input rotation. The gear for reverse movement of the vehicle is mentioned as R. The ‘A’ in the gear knob (5 in Fig.4) is the Automatic Transmission mode.

[0089] The gear knob in the Fig. 4 and Fig. 5 is for representation only. The design can vary based on the vehicle design. It can be a Gear selection Lever as shown in Fig. 5 or Rotary Selector or any form of mechanical or digital input from the driver. The traditional gear selection lever in the manual transmission vehicles is directly connected to the mechanical gear selection in the gear box. This makes the gear selection harder and the hardness varies based on the size andtype of gear box and vehicles. Selection of wrong gear or incomplete gear selection leads to gear wheel and engine damage.

[0090] FIG. 5 illustrates an exemplary active gear system (AGS), in accordance with an exemplary embodiment of the present disclosure.

[0091] In AGS, when the gear shifter or lever (1 & 2 in Fig. 5) or any other form of selector changes the gear selection, the change is sensed by a Gear Selection Sensor or GSS (3 in Fig. 5). The GSS is an electronic device to sense the gear position and sends the data to TCU (5 in Fig. 5) via wires (4 in Fig. 5). The TCU sends signal to the gear actuator (7 in Fig. 5) to change the gears in the gear box (8 in Fig. 5).

[0092] The TCU is an electronic device or a computer, which consists of Microcontroller or Microprocessor. TCU can be a part of a vehicle’s Electronic Control Unit (ECU) itself or it can be a separate unit, which will work in conjunction with ECU.

[0093] Since the gear selection is not directly connected to gear box, the ease of shifting gears is light and consistent across all sizes of vehicles and all types of gear boxes.

[0094] Working principle of Manual Transmission with AGS and ACS in PGT: The Manual Transmission with AGS and ACS can be an option for the driver to select or fixed by the manufacturer of the vehicle. The driver is required to shift the gears from 1 to n and Reverse, by using ACS.

[0095] To move the vehicle from halted position using AGS and ACS: The driver needs to press the ACP of ACS and shift the gear selector to 1 or R. In these gears, the creeping mode is enabled. The gear selection information is sent to the TCU from the GSS. When driver releases the ACP, the clutch plates are automatically controlled by the TCU to enable the creeping mode. The creeping mode will try to move the vehicle forward or reverse respective to the gear selected as 1 or R. When driver presses the accelerator pedal to increase the throttle, the creeping mode is disabled and TCU controls the clutch plates using the clutch plate actuator automatically to move the vehicle to required speed based on the amount of acceleration provided. Any gears selected, other than 1 and R are considered as invalid gear selection, when the vehicle is in halted position and the driver is warned about changing the gear, through alerts using audio or visual or both. It may be appreciated that there would be an invalid gear selection when the vehicle is halted.

[0096] When the creeping mode cannot move the vehicle, the hill assist mode is activated to prevent the vehicle to move in opposite direction and to prevent engine stalling or crashing the other vehicles.

[0097] When the vehicle in first gear, and it has reached to desired speed, the driver can shift to the next gear. To shift the gear, the driver has to press the ACP and shift the gear in AGS to next level. Once the gear is shifted, the driver will have to release the ACP slowly. The CPPSin ACP will sense the clutch pedal position and engage the clutch plates accordingly. This process is repeated until the maximum number of gears in the respective vehicle.

[0098] In all the gears, the ACS and AGS work in conjunction to ensure enough torque and clutch plates are engaged fully to reduce wear and tear. For an example, if the driver has selected 3rd gear and if the vehicle does not have enough torque / RPM to move the vehicle, the driver is alerted to down shift the gear to prevent clutch plate wear and tear.

[0099] Working principle of Manual Transmission with AGS and ACC in PGT: The Manual Transmission with AGS and Automatic Clutch Control (ACC) can be an option for the driver to select or fixed by the manufacturer of the vehicle. The driver can shift the gears from 1 to n and reverse without using ACS.

[0100] To move the vehicle from halted position when Manual Transmission with ACC is enabled: When ACC is enabled, the ACP is disabled automatically and has no effect pressing or releasing it. To move the vehicle, the driver has to press the brake pedal and shift the gear to 1 or R. This selection is sent to the TCU from the GSS. The TCU gets the Brake pressure information from the ECU or from the dedicated brake pressure sensor from the brake pedal.

[0101] When driver releases the Brake Pedal, the clutch plates are automatically controlled using the TCU to enable the creeping mode. The creeping mode will try to move the vehicle forward or reverse respective to the gear selected as 1 or R. When driver presses the accelerator pedal to increase the throttle, the creeping mode is disabled and TCU controls the clutch plates using the clutch plate actuator automatically to move the vehicle to required speed based on the amount of acceleration provided.

[0102] When the creeping mode cannot move the vehicle, the hill assist mode is activated to prevent the vehicle to move in opposite direction and to prevent engine stalling.

[0103] When the vehicle in first gear, and it has reached to desired speed, the driver can shift to the next gear without using the ACP. The TCU senses the gear selection from GSS and changes the gear using gear actuator.

[0104] In all the gear selection from 1 to n and R, the clutch plates are controlled automatically using the clutch plate actuator by TCU in conjunction with ECU. The driver can shift the required gear without operating the clutch pedal.

[0105] In any gears, the vehicle can be halted immediately. The TCU senses the rapid deceleration and apply engine braking and adjust clutch plates in such a way the engine will not be stalled. In this scenario, after the emergency braking is applied for example at 5th gear, and the vehicle is halted already, then the driver has to shift the gear to initial gear like 1 or R to make the vehicle move.

[0106] Working principle of Automatic Transmission with Automatic Clutch Control (ACC): The Automatic Transmission Automatic Clutch Control (ACC) can be an option for the driver to select or fixed by the manufacturer of the vehicle. The driver has to select A (5 in Fig. 4) or Auto or Automatic mode using the gear selector or any other form of digital input that is available in the vehicle.

[0107] To move the vehicle from halted position when Automatic Transmission is enabled: When Automatic Transmission with ACC is enabled, the ACP is disabled automatically and has no effect pressing or releasing it. To move the vehicle, the driver has to press the brake pedal and shift the gear to A or R. This selection is sent to the TCU from the GSS. The TCU gets the Brake pressure information from the ECU or from the dedicated brake pressure sensor from the brake pedal.

[0108] When driver releases the Brake Pedal, the clutch plates are automatically controlled by the TCU to enable the creeping mode. The creeping mode will try to move the vehicle forward or reverse respective to the gear selected as A or R. When driver presses the accelerator pedal to increase the throttle, the creeping mode is disabled and TCU controls the clutch plates using the clutch plate actuator automatically to move the vehicle to required speed based on the amount of acceleration provided.

[0109] When the creeping mode cannot move the vehicle, the hill assist mode is activated to prevent the vehicle to move in opposite direction and to prevent engine stalling.

[0110] When the vehicle in first gear, has reached its desired speed, the driver can shift to the next gear without using the ACP. The TCU senses the gear selection from GSS and changes the gear using gear actuator.

[0111] In both the gear selection A and R, the clutch plates are controlled automatically using the clutch plate actuator, gear selection are automatically controlled using the gear actuator by TCU in conjunction with ECU. The driver does not have to use the numerical gear selection in the gear selector and GCP as well.

[0112] In any gears, the vehicle can be halted immediately. The TCU senses the rapid deceleration and apply engine braking by downshifting the required gear and adjust clutch plates in such a way the engine will not be stalled. Once the brake pedal has been released while vehicle on the move the TCU automatically controls the actuator to select the required gear that suitable of the current speed of the vehicle. If the brake pedal has been released when the vehicle has come to halt state and when the brake is released, the actual cycle from 1st gear with creeping mode will be enabled.

[0113] Convenience Features: Paddle shifters can be installed to offer quick and convenient gear changes without removing hands from the steering wheel, enhance driving control and performance, and provide a sporty driving experience.

[0114] Cruise control can be installed to make long drives easier by keeping a constant speed without using the pedals while improving the fuel efficiency.

[0115] Fail safe operation: The PGT provides fail safe operation and condition in all the systems that is part of PGT. When these failure conditions are met, TCU in PGT automatically take over the control to ensure panic free experience and also alerts the driver with suitable alert systems such as audio or visual or both. The PGT will remain in Automatic Transmission Mode until the alerts remains or until the failures are fixed. Alerts can be automatically turned off by the TCU once it finds the failures are fixed automatically. For the permanent failures, the service engineers can clear the alert flags in the TCU once the failures are fixed. The visual alerts can be error code or symbol mapped to each component in the PGT.

[0116] Fail safe in CPPS: The CPPS can have more than one sensor with same of different type of sensing methods for a fail-safe clutch pedal position detection. If CPPS is equipped with two more sensors to sense the clutch pedal position, the TCU compares the data from these sensors to find the difference called error. The error threshold is set in the TCU, based on the type of sensors. If the error value is more than the error threshold, then TCU generates an alert to the driver via audio or visual or both. If the error value is more than the error threshold, the gear transmission is set to automatic mode or clutch-less transmission mode based on the driver preference or availability in the vehicle. The alert will be stopped if the error is cleared by fixing the problem.

[0117] Fail Safe in GSS: The GSS can have more than one sensor with same of different type of sensing methods for a fail-safe gear selection sensing. If GSS is equipped with two more sensors to sense the gear selection, the TCU compares the data from these sensors to find the difference called error. If the error is identified by the TCU, then TCU generates an alert to the driver via audio or visual or both. If the error is identified by the TCU, then the TCU automatically selects the gear transmission is to automatic transmission mode if this mode is available in the vehicle. The alert will be stopped if the error is cleared by fixing the problem.

[0118] Failure in CPA: The TCU continuously monitors for the expected vehicle movement relative the clutch plate position. First level of clutch plate wear and tear is detected by the CPA Offset. Refer to CPA Offset and Clutch Plate replacement warning section.

[0119] Apart from the CPA Offset, if the actuator cannot move the clutch plates and if the vehicle is not moved with desired speed, then the TCU alerts the driver via audio or visual or both. The alert will be stopped if the error is cleared by fixing the problem.

[0120] Failure in TGA: Identification of failure in TGA can be achieved by adding a gear selection sensor in the TGA itself. Both the gear selection data from the GSS in case of manual or from TCU in case of automatic mode and the gear selection data from TGA should match. The TCU identified this difference to decide as gear selection error and alert is created to the driver via audio or visual or both. The alert is turned off once the TCU finds the gear selection data in TCU and TGA are in sync. This error can be temporary and it will fix automatically in another attempt of changing the gear from neutral or it can be fixed by replacing the faulty actuator or GSS.

[0121] Failure of TCU: The TCU is a logical unit made of Microcontroller or Microprocessor enabled device. The TCU can be a part of the vehicle’s ECU itself or a separate device which works in conjunction with ECU. The ECU continuously monitor the TCU by regular health check communication and for any error codes from TCU or communication failure to the TCU itself. The ECU alerts the driver with audio or visual or both. The alert is cleared once the TCU have healthy communication with ECU without any error codes.

[0122] Switching transmission modes and reverse / forward direction while the vehicle on the move: Manufacturer can decide to prevent switching between the transmission modes while vehicle is on the move. For example, if the driver is opted to drive in automatic mode and the vehicle is in motion. When the vehicle is in motion, the gear shifter is locked to change mode to manual transmission mode. If the driver is opted to drive in manual mode with ACS and the vehicle is in motion. When the vehicle is in motion, the gear shifter is locked to change mode to automatic transmission mode and to turn off ACC. If the driver is opted to drive in manual mode without ACS and the vehicle is in motion. When the vehicle is in motion, the gear shifter is locked to change mode to automatic transmission mode and to turn on ACC.

[0123] The TCU will intelligently prevent changing gear to forward gears or automatic transmission while the vehicle is moving in reverse direction. Likewise, the TCU will prevent changing to reverse gear if the vehicle is already in forward motion. Change in direction of the vehicle movement can be done from the vehicle’s halted position.

[0124] The prevention of changing the gears or switching transmission modes can be achieved by logic level in TCU along with optional mechanical locks in the gear shifter as well.

[0125] Parking safety: The TCU will alert the driver via audio and visual when the engine is turned off when the gear box is not in neutral. A separate parking mode gear lock mechanism is installed which directly connected to gear box to lock the gear movement. When parking mode is selected, the vehicle cannot move forward or reverse. When the parking mode is released, the parking gear automatically changes the gear selection to neutral state. Parking mode can be selected only when vehicle in halted position and the gear selection is neutral. Since the parking mode selection and releasing can happen without electricity, this option is suitable to move thevehicle when there is in electrical problem or in case of any emergency situation where the vehicle needs to moved or towed.

[0126] In an exemplary embodiment, the present invention is illustrated with reference to the accompanying drawings, throughout which reference numbers indicate corresponding parts in the various figures. These reference numbers are shown in bracket in the following description below:

[0127] Active clutch pedal (ACP), or clutch pedal (1)

[0128] Clutch Pedal Position Sensor (CPPS), or pedal position sensor (2)

[0129] Signal wire, or vehicle wiring harness (3, 5)

[0130] Transmission control Unit (TCU), or Processor (4)

[0131] Clutch plate actuator (6)

[0132] Clutch Plate Release Fork (7)

[0133] Clutch Plates (8)

[0134] Referring to FIG. 6, illustrates a block diagram for a polymorphic gear transmission 100, in accordance to some embodiments of the present disclosure. In some embodiments, the polymorphic gear transmission 100 may comprise an Active Clutch System 111 (ACS) including an Active Clutch Pedal (1) and a Clutch Pedal Position Sensor (2), an Active Gear System 112 including a gear selection mechanism and a Gear Selection Sensor (GSS), a Transmission Control Unit (4) configured to receive signals from the CPPS (2) and the GSS 113 and to control a Clutch Plate Actuator (6) and a Transmission Gear Actuator (TGA) based on the received signals, paddle shifters 114 for manual gear selection without removing hands from the steering wheel, and a cruise control feature 115 for maintaining a constant vehicle speed.

[0135] In some embodiments, the PGT system may be configured to allow a driver to switch between manual and automatic transmission modes. The AGS 112 may be configured to enable manual gear shifting with automatic clutch control. The AGS 112 may be configured to enable fully automatic gear shifting with automatic clutch control.

[0136] The TCU (4) may be further configured to provide fail-safe operation by switching to automatic transmission mode upon detection of a sensor failure. Further the TCU (4) may be integrated with an Electronic Control Unit (ECU) of the vehicle. In another exemplary aspect, the TCU (4) may be embedded within the ECU, or the ECU itself acts as TCU. The system may be adaptable to both single gearbox with a single clutch system and dual gearbox with a dual clutch system.

[0137] In another exemplary embodiments, a method for controlling a vehicle transmission is disclosed. Referring to FIG. 6 and FIG. 7 the method comprises at step 210, detecting a position of an Active Clutch Pedal (1) via a Clutch Pedal Position Sensor (2). Detecting a gear selectionvia a Gear Selection Sensor (113) at step 220. At step 230 processing the detected ACP (1) position and gear selection through a Transmission Control Unit (4). Further at step 240 actuating a Clutch Plate Actuator (6) and a Transmission Gear Actuator (TGA) based on the processed information to control clutch engagement and gear shifting.

[0138] Further in an exemplary aspect the method allows for switching between manual and automatic transmission modes based on driver input. At step 250 engaging an Intelligent Launch Control (ILC) feature to automatically control clutch engagement during vehicle launch in first gear or reverse gear. The enabling manual gear shifting with automatic clutch control is enabled via the TCU.

[0139] At step 260 enabling fully automatic gear shifting with automatic clutch control via the TCU. Further providing fail-safe operation by switching to automatic transmission mode upon detection of a sensor failure. At step 270 integrating the TCU with an Electronic Control Unit (ECU) of the vehicle. Using paddle shifters for manual gear selection.

[0140] In some embodiments, maintaining a constant vehicle speed using a cruise control feature. The method may be adaptable to both single gearbox with a single clutch system and dual gearbox with a dual clutch system. The ACS 120 may include an Intelligent Launch Control 122 (ILC) feature for automatic clutch control during vehicle launch in first gear or reverse gear. The ILC feature 130 may include a creeping mode 132 and a hill assist mode 134. Operating in a creeping mode and activating a hill assist mode when required.

[0141] Now referring to FIG. 3 illustrates a polymorphic gear transmission system (PGT) in accordance with an exemplary embodiment. In accordance with the exemplary embodiment, the ACS 111 may comprise of ACP (1), CPPS (2), and the TCU (4), and may also include CPA (6). The ACP (1) may be placed similarly to existing manual transmission vehicles. The CPA (6) includes Microcontroller 115 and Microprocessor 116. The TCU (4) can be a part of a vehicle's Electronic Control Unit (ECU) or a separate unit working in conjunction with the ECU. The CPA(6) also features boundary values 117 of "x" and "n", with step changes by 1. The release fork's(7) movement range is denoted by the value "c" between "a" and "b", with step changes by 1. The variables and values mentioned are purely for representation, and the boundary values 117 and resolution vary during implementation.

[0142] In some embodiments, the pressure applied to ACP (1) can be controlled by a spring or hydraulics to simulate the pressure of current manual transmission vehicles. The tension of the spring or hydraulic piston can be adjusted based on the driver's preference. The spring or hydraulic piston can be separately attached to ACP (1) or within the connecting rod. ACP (1) may be connected to a Clutch Pedal Position Sensor (2) via a connecting rod. The CPPS (2) detects theconnecting rod's movement to calculate ACP I l l's position, and the signal is sent to the Transmission Control Unit (TCU) (4) through a signal wire (3).

[0143] In some embodiments, the CPPS can be any of the following types: Hall-Effect Sensor, Pressure Sensor, Optical Sensor, Resistive Sensor, Inductive Sensor, or Ultrasonic Sensor. The data from the CPPS to TCU (4) can be digital or analog. The TCU (4) may be an electronic device or computer. It acquires ACP position data from the CPPS, calculates the data from the CPPS and ECU (vehicle movement direction, speed, engine RPM), and prepares the data for controlling the Clutch Plates (8) using Clutch Plate Actuator or CPA (6) through electrical wire (5). The CPA (6) can be electro-mechanical or electro-hydraulic, and it moves the Clutch Plates proportionally to the ACP position.

[0144] In some embodiments, when ACP (1) is not pressed, the CPPS (2) calculates the position as 'zero'. At position 'zero', CPA (6) fully engages the clutch plates to the engine rotation. When ACP (1) is fully pressed, the position is 'n', denoting the TCU's maximum digital value based on the CPPS signal or position value. When the driver presses or releases ACP (1), the position value varies, and the TCU assigns values between 'zero' and 'n'. The resolution between 'zero' and 'n' denotes the digital value change in steps.

[0145] In some embodiments, assuming both CPPS and CPA, "x" is 0 (the initial position of ACP (1) when not pressed), "y" is the CPPS -generated value when ACP (1) is pressed, and "n" is the upper boundary value when fully pressed, "a" is 0 (the initial position of the clutch plates when ACP is not pressed), "c" is the calculated value based on "y", and "b" is the maximum distance the clutch plates can be released when ACP is fully pressed.

[0146] In some embodiments, the TCU obtains the "y" data from the CPPS (2) and engages the CPA (6) to position "c". The CPA then moves the Clutch Plate Release Fork (7) to engage the Clutch Plates (8). When the value of "y" is 0, the Clutch Plate is fully engaged and connected to the engine's input shaft, making the vehicle move. When the value of "y" is at the maximum boundary, the Clutch Plate is disconnected from the engine's input shaft with the help of the CPA and release fork. The distance the clutch plates can travel between the engaged position (a=c) and the released state (b=c) is directly proportional to the ACP's travel distance from 0 to n. The value and signal to the CPA are mapped by the TCU and move the release fork using the CPA based on the reading from the CPPS. The resolution of the values and time taken for the calculation is based on the TCU's processing speed and capability. CPA (6) includes boundary values 122 between zero and n directly mapped to the zero and n of resolved CPPS value in the TCU.

[0147] To summarize the invention: ACP ensures a consistent and smooth clutch feel regardless of vehicle size or type, reducing physical strain on the driver and enhancing overallcomfort by eliminating the need for the driver to control more pressure to engage or release the clutch.

[0148] Drivers can easily switch between Manual Transmission with AGS and ACS or Manual Transmission with AGS and Automatic Clutch Control (ACC) or Automatic Transmission with Automatic Clutch Control (ACC). In manual mode, the driver has full control over gear selection, similar to traditional manual transmissions. In automatic mode, the system takes over, automatically managing the clutch and gear shifts to optimize performance and efficiency.

[0149] The PGT system is equipped with an advanced Transmission Control Unit (TCU) that monitors engine performance and driving conditions in real-time. This allows the system to prevent engine stalling or overload by automatically adjusting clutch engagement and gear selection, even in situations of improper acceleration or insufficient power.

[0150] The system ensures that both gear shifting and clutch operation feel consistent across different vehicle models and sizes. This uniformity enhances the driving experience, making it predictable and reliable regardless of the vehicle being driven.

[0151] Assists novice drivers who may struggle with manual clutch operation by providing automatic adjustments to clutch position and acceleration. Reduces the likelihood of stalling and helps beginners develop confidence in manual driving.

[0152] The softer and more consistent clutch pedal movement significantly reduces the physical effort required from the driver, particularly beneficial in urban driving conditions and long-distance travel. Additionally, the system's ability to intelligently manage clutch and gear operations helps prevent engine stalling and ensures smoother vehicle operation, contributing to overall driver safety. Smoother gear shifts compared to traditional manual transmissions. Reduces the jerks and interruptions typically experienced during manual gear changes.

[0153] The PGT system's TCU provides advanced control over the transmission, offering features such as ILC, hill assist, which helps maintain control on inclines, engine braking assistance and dynamic gear shifting patterns that can be customized based on manufacturer preferences. This flexibility allows for a wide range of applications, from compact cars to larger vehicles, enhancing the system's versatility.

[0154] Paddle shifters can be installed in clutch-less manual transmission mode and automatic mode to offer quick and convenient gear changes without removing hands from the steering wheel, enhance driving control and performance, and provide a sporty driving experience.

[0155] Cruise control can be installed in automatic mode to make long drives easier by keeping a constant speed without using the pedals while improving the fuel efficiency.

[0156] The complete intelligent automatic transmission mode in PGT can be installed in all types of vehicles such as vehicle with Internal Combustion Engine, Electric Vehicles, ADAS integration and Autonomous Vehicle.

[0157] By combining manual and automatic transmission capabilities into a single system, the PGT reduces the need for separate gearboxes, which in turn lowers manufacturing costs. This integration not only makes the production process more efficient but also reduces the overall cost of the vehicle. By combining manual and automatic transmission capabilities in one system, manufacturers can reduce the need for separate gearboxes. Leads to cost savings in production and inventory management. Developing and maintaining a single transmission system reduces the need for separate design, testing, and maintenance protocols. This leads to cost savings in R&D and ongoing maintenance. Managing a single type of transmission system simplifies the supply chain, reducing storage and handling costs. Fewer components need to be tracked and managed, leading to lower logistics expenses. The production of a single type of transmission system allows manufacturers to achieve economies of scale. Bulk purchasing of raw materials and standardized production processes can further reduce costs.

[0158] The foregoing objects of the invention are accomplished and the problems and shortcomings associated with prior art techniques and approaches are overcome by the present invention described in the present embodiment. Detailed descriptions of the preferred embodiment are provided herein; however, it is to be understood that the present invention may be embodied in various forms. Therefore, specific details disclosed herein are not to be interpreted as limiting, but rather as a basis for the claims and as a representative basis for teaching one skilled in the art to employ the present invention in virtually any appropriately detailed system, structure, or matter. The embodiments of the invention as described above and the methods disclosed herein will suggest further modification and alterations to those skilled in the art. Such further modifications and alterations may be made without departing from the scope of the invention.

Claims

CLAIMS:WE CLAIM:

1. A transmission system to allow switching between a manual driving mode and an automatic driving mode of a vehicle, the transmission system comprising: a clutch position sensor (CPS) operatively coupled to a clutch pedal to acquire a clutch position data associated with the clutch pedal; a transmission control unit (TCU) operatively coupled to clutch position sensor, wherein the TCU comprising a processor configured to: retrieve the clutch position data; acquire one or more parameters associated with the vehicle; and analyse the retrieved clutch position data and the one or more acquired parameters of the vehicle to generate one or more control instructions for a clutch actuator to thereby control an operation of one or more clutch plates to increase or decrease an acceleration of the vehicle; and a vehicle motion controller operatively coupled to the TCU, wherein the vehicle motion controller is coupled to a first gear, a reverse gear, and an accelerator of the vehicle such that: upon activation of the vehicle motion controller, an operation of the first gear or the reverse gear enables a creep mode and an operation of the accelerator disables the creep mode of the vehicle; and upon deactivation of the vehicle motion controller, the vehicle operates in a manual mode.

2. The transmission system as claimed in claim 1, wherein the transmission system further comprising an active gear system (AGS) operatively coupled to the TCU, wherein AGS comprises: a gear shift lever of the vehicle mechanically isolated from a gear box of the vehicle, wherein a change in the gear shift lever is sensed by a gear selection sensor coupled to the gear shift lever and the change is transmitted to a gear actuator coupled to the gear box, via. the TCU, to change one or more gears present in the gear box.

3. The transmission system as claimed in claim 1, wherein the clutch is operatively coupled to the clutch position sensor through a connecting link, and the clutch position sensor is operatively coupled to the TCU through a signal wire, and wherein the connecting link comprises a spring or a hydraulic piston operatively coupled to a connecting rod.

4. The transmission system as claimed in claim 1, wherein the clutch position sensor is selected from any or a combination of hall-effect sensor or pressure sensor or optical sensor or resistive sensor or inductive sensor or ultrasonic sensor.

5. The transmission system as claimed in claim 1, wherein the one or more parameters associated with the vehicle are retrieved from an electronic control unit (ECU) of the vehicle, and the one or more parameters selected from any or a combination of vehicle movement direction, vehicle speed, engine speed (RPM), throttle position, air intake temperature, coolant temperature, oxygen levels in an exhaust, and wheel speed.

6. The transmission system as claimed in claim 1, wherein the TCU is further configured to: detect the wear and tear of the one or more clutch plates; and continuously monitor position of the clutch actuator;7. The transmission system as claimed in claim 1, wherein: the clutch pedal is not pressed, the clutch position data from the CPS is “0”, and the clutch actuator fully engages the one or more clutch plates analogously with an engine rotation of the vehicle; the clutch pedal is fully pressed, the clutch position data from the CPS is “n”, wherein “n” denotes the maximum digital value calculated by the TCU based on the clutch position data from the CPS; and when the clutch pedal is pressed or released, the clutch position data from the CPS varies and the TCU generates a value between “0” and “n”; and wherein when the clutch pedal is released the TCU generates a value between “n” and “0”, the clutch actuator engages with the one or more clutch plates.

8. The transmission system as claimed in claim 1, wherein when the TCU detects an engine stalling, the TCU is configured to increases the acceleration of the vehicle.

9. A method for allowing switching between a manual driving mode and an automatic driving mode of a vehicle, the method comprising: acquiring, by a clutch position sensor (CPS) operatively coupled to a clutch pedal of the vehicle, a clutch position data associated with the clutch pedal; retrieving, by a processor of a transmission control unit (TCU) operatively coupled to clutch position sensor, the clutch position data;acquiring, by the processor, one or more parameters associated with the vehicle from the ECU of the vehicle; analysing, by the processor, the retrieved clutch position data and the one or more acquired parameters of the vehicle to generate one or more control instructions for a clutch actuator to thereby control an operation of one or more clutch plates to increase or decrease an acceleration of the vehicle; enabling, by activation of a vehicle motion controller coupled to a first gear, a reverse gear, and an accelerator of the vehicle and operatively coupled to the TCU, an operation of the first gear or the reverse gear to operate the vehicle in a creep mode and an operation of the accelerator disables the creep mode of the vehicle.

10. The method as claimed in claim 8, wherein the transmission system further comprising an active gear system (AGS) operatively coupled to the TCU, wherein AGS comprises: a gear shift lever of the vehicle mechanically isolated from a gear box of the vehicle, wherein a change in the gear shift lever is sensed by a gear selection sensor coupled to the gear shift lever and the change is transmitted to a gear actuator coupled to the gear box, via. the TCU, to change one or more gears present in the gear box.

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