A gear shifter system for achieving mixed transmission modes in a saddle type vehicle

Abstract

A gear shifter system (200) for achieving mixed transmission modes in a saddle type vehicle (10), includes a mechanical interface (226) configured with a pre-defined profile and adapted at a center portion of a gear shift lever (202). The mechanical interface (226) facilitates any one of a first operation mode or a second operation mode, where the first operation mode is achieved by allowing unimpeded rotation of the driven shaft (210), and the second operation mode is achieved by configuring an actuator (204) to be operatively engaged with the mechanical interface (226). The actuator (204) includes an actuator shaft (206) which rotates in a clockwise direction or an anti-clockwise direction to block the coupling of the driven shaft (210) with the mechanical interface (226), thereby enabling a user to transit seamlessly between the first operation mode and the second operation mode in the vehicle (10).

Description

A GEAR SHIFTER SYSTEM FOR ACHIEVING MIXED TRANSMISSION MODES IN A SADDLE TYPE VEHICLETECHNICAL FIELD

[0001] The present disclosure relates to gear shifter systems. In particular, the present disclosure relates to a gear shifter system for achieving mixed transmission modes in a saddle type vehicle.BACKGROUND

[0002] Currently, two-wheeled vehicles are categorized into two type of transmissions: a manual and an automatic transmission. While the manual transmission offers riders greater control and engagement, it may pose challenges in certain riding conditions, such as heavy traffic or inclines, and excessive manual gear changes which can be fatiguing. Conversely, the automatic transmission provides ease of use but may lack the performance nuances that experienced riders seek. The inability to switch between these modes on-the-fly limits rider flexibility and comfort.

[0003] Existing systems that allow for manual-to-automatic conversion are often cumbersome, inefficient, and lack comprehensive integration, failing to provide a true mixed mode experience. Furthermore, many of these solutions are not designed for retrofitting existing manual transmission two-wheelers, leaving a substantial gap in the market for riders who wish to enhance their vehicles without purchasing new models. Existing systems may require complex setups or adjustments, making them less user-friendly. Riders often face challenges in operating these systems effectively, particularly in dynamic riding conditions.

[0004] For saddle-type vehicles, there are a limited number of transmission types that are practically used. Constant Mesh Transmission (Manual) is a common choice, known for its high torque-handling capability and efficiency, though it is typically not automatic. Continuously Variable Transmission (CVT, Automatic) is another option, where most feasible implementation in the industry is belt-driven. CVTs are generally controlled automatically, either mechanically (using a governor) or electronically (via a control unit and actuator). While CVTs offer smooth transitions between gear ratios and automatic operation, they come with significant drawbacks such as lower efficiency, reduced torque-handling capability compared to constant mesh transmissions, and limited durability. Lastly, Dual Clutch Transmission (DCT, Automatic) employs two clutches to handle odd and even gears separately. This type of transmission combines the benefits of constant mesh transmissions,such as high efficiency and torque handling, but is more complex, expensive, and heavier due to additional mechanical components. DCTs are rarely seen in saddle-type vehicles and are typically reserved for high-end motorcycles due to these limitations.

[0005] Therefore, there is a need to address the above-mentioned drawbacks, along with any other shortcomings, or at the very least, to provide a gear shifter system for achieving mixed transmission modes in a saddle type vehicle to improve riding experience through enhanced flexibility and control.OBJECTS OF THE PRESENT DISCLOSURE

[0006] A general object of the present disclosure relates to an efficient and a reliable system that obviates the above-mentioned limitations of existing transmission systems.

[0007] An object of the present disclosure relates to a gear shifter system for achieving mixed transmission modes in a saddle type vehicle.

[0008] Another object of the present disclosure is to develop a gear shifter system that can be easily retrofitted onto existing two-wheelers with manual transmissions.

[0009] Another object of the present disclosure is to enable users or riders to adapt their transmission choice based on varying road conditions and personal preferences.

[0010] Another object of the present disclosure is to provide a gear shifter system that minimizes maintenance needs by reducing number of moving parts in the system.

[0011] Yet another object of the present disclosure is to provide a gear shifter system which is lighter in weight due to removal of clutch assembly and synchronous components.

[0012] Yet another object of the present disclosure is to ensure that feel and feedback of shifting gears in a foot-operated sequential constant mesh manual transmission are distinctive, which is not replicated in other automatic transmission solutions.SUMMARY

[0013] Aspects of the disclosure relate to gear shifter systems. In particular, the present disclosure relates to a gear shifter system for achieving mixed transmission modes in a saddle type vehicle.

[0014] In an aspect, the present disclosure relates to a gear shifter system for achieving mixed transmission modes in a saddle type vehicle. The gear shifter system includes a gear shift lever operatively connected to a driven shaft of the saddle type vehicle. The gear shifter system includes a mechanical interface configured with a pre-defined profile and adapted at a center portion of the gear shift lever. The mechanical interface facilitates any one of a firstoperation mode or a second operation mode. The first operation mode is achieved by allowing unimpeded rotation of the driven shaft, and the second operation mode is achieved by configuring an actuator to be operatively engaged with the mechanical interface. The actuator includes an actuator shaft which rotates in at least one of a clockwise direction or an anti-clockwise direction to block the coupling of the driven shaft with the mechanical interface.

[0015] In an embodiment, the first operation mode may be a manual transmission mode and the second operation mode may be an automatic transmission mode.

[0016] In an embodiment, the gear shifter system may include one or more gear shift sensors associated with the gear shift lever, and configured to detect one or more user inputs.

[0017] In an embodiment, the gear shifter system may include a control unit operatively connected to the actuator and the one or more gear shift sensors. The control unit may be configured to selectively rotate the actuator shaft in at least one of the clockwise direction or the anti -clockwise direction based on the detection of the one or more user inputs.

[0018] In an embodiment, during the second operation mode, shifting of a gear associated with the gear shift lever may be constrained while riding or initiating a ride, and a rotation of the actuator shaft may be controlled by the control unit.

[0019] In an embodiment, at least one end of the actuator shaft may be operatively engaged with the mechanical interface formed of a parameterized geometry.

[0020] In an embodiment, the at least one end of the actuator shaft may be affixed to the gear shift lever through a coupling.

[0021] In an embodiment, during the first operation mode, a gear associated with the gear shift lever may be shifted while riding or initiating a ride based on one or more user inputs.

[0022] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent components.BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0024] FIG. 1 illustrates a schematic view of an Electric Vehicle (EV).

[0025] FIG. 2A illustrates an exemplary architecture of a gear shifter system for achieving mixed transmission modes in a saddle type vehicle, in accordance with embodiments of the present disclosure.

[0026] FIGs. 2B-2C illustrate an isometric view and an exploded view of the gear shifter system, respectively, in accordance with embodiments of the present disclosure.

[0027] FIGs. 2D-2E illustrate an isometric view and a sectional view of the gear shifter system depicting rotation of an actuator shaft based on angular movement of a gear shift lever, respectively, in accordance with embodiments of the present disclosure.

[0028] FIGs. 2F-2G illustrate sectional views of the actuator shaft rotating to cover a clearance, and covering clearance, respectively, in a second operation mode, in accordance with embodiments of the present disclosure.

[0029] FIG. 2H illustrates a sectional view of the actuator shaft rotating to cover the clearance during a first operation mode, in accordance with embodiments of the present disclosure.

[0030] FIGs. 21-2 J illustrate sectional views of the actuator shaft rotating to cover a predefined profile, and covering the pre-defined profile, respectively, in a mixed mode, in accordance with embodiments of the present disclosure.

[0031] FIG. 2K illustrates an isometric view of a gear box, in accordance with embodiments of the present disclosure.DETAILED DESCRIPTION

[0032] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosures as defined by the appended claims.

[0033] For the purpose of understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure asillustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.

[0034] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.

[0035] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more” or “one or more elements is required.”

[0036] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and / or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and / or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.

[0037] Use of the phrases and / or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment,” “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and / or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and / or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and / or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and / or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.

[0038] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.

[0039] The terms “comprise,” “comprising,” or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.

[0040] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.

[0041] For the sake of clarity, the first digit of a reference numeral of each component of the present disclosure is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in Figure 1. Similarly, reference numerals starting with digit “2” are shown at least in Figure 2.

[0042] An Electric Vehicle (EV) or a battery powered vehicle including, and not limited to two-wheelers such as scooters, mopeds, actuator bikes / actuator cycles; three-wheelers such as auto-rickshaws, four-wheelers such as cars and other Light Commercial Vehicles (LCVs) and Heavy Commercial Vehicles (HCVs) primarily work on the principle of driving an electric actuator using the power from the batteries provided in the EV. Furthermore, the electric vehicle may have at least one wheel which is electrically powered to traverse such a vehicle. The term ‘wheel’ may be referred to any ground-engaging member which allows traversal of the electric vehicle over a path. The types of EVs include Battery Electric Vehicle (BEV), Hybrid Electric Vehicle (HEV) and Range Extended Electric Vehicle. However, the subsequent paragraphs pertain to the different elements of a Battery Electric Vehicle (BEV).

[0043] FIG. 1 illustrates a schematic view of an Electric Vehicle (EV).

[0044] In construction, an EV (10) typically comprises a battery or battery pack (12) enclosed within a battery casing and includes a Battery Management System (BMS), an onboard charger (14), a Motor Controller Unit (MCU), an electric motor (16) and an electric transmission system (18). The primary function of the above-mentioned elements is detailed in the subsequent paragraphs: The battery of an EV (10) (also known as Electric Vehicle Battery (EVB) or traction battery) is re-chargeable in nature and is the primary source of energy required for the operation of the EV, wherein the battery (12) is typically charged using the electric current taken from the grid through a charging infrastructure (20). Thebatery may be charged using Alternating Current (AC) or Direct Current (DC), wherein in case of AC input, the on-board charger (14) converts the AC signal to DC signal after which the DC signal is transmited to the batery via the BMS. However, in case of DC charging, the on-board charger (14) is bypassed, and the current is transmited directly to the batery via the BMS.

[0045] The batery (12) is made up of a plurality of cells which are grouped into a plurality of modules in a manner in which the temperature difference between the cells does not exceed 5 degrees Celsius. The terms “batery”, “cell”, and “batery cell” may be used interchangeably and may refer to any of a variety of different rechargeable cell compositions and configurations including, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium-ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or other batery type / configuration. The term “batery pack” as used herein may be referred to multiple individual bateries enclosed within a single structure or multi -piece structure. The individual bateries may be electrically interconnected to achieve a desired voltage and capacity for a desired application. The Batery Management System (BMS) is an electronic system whose primary function is to ensure that the batery (12) is operating safely and efficiently. The BMS continuously monitors different parameters of the batery such as temperature, voltage, current and so on, and communicates these parameters to the Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) in the EV using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU / MCU and other peripheral elements of the EV (10) without the requirement of a host computer.

[0046] The MCU primarily controls / regulates the operation of the electric motor based on the signal transmited from the vehicle batery, wherein the primary functions of the MCU include starting of the electric motor (16), stopping the electric motor (16), controlling the speed of the electric motor (16), enabling the vehicle to move in the reverse direction and protect the electric motor (16) from premature wear and tear. The primary function of the electric motor (16) is to convert electrical energy into mechanical energy, wherein the converted mechanical energy is subsequently transferred to the transmission system of the EV (10) to facilitate movement of the EV (10). Additionally, the electric motor (16) also acts as a generator during regenerative braking (i.e., kinetic energy generated during vehicle braking / deceleration is converted into potential energy and stored in the batery of the EV (10)). The types of motors generally employed in EVs include, but are not limited to DCseries motor, Brushless DC motor (also known as BLDC motors), Permanent Magnet Synchronous Motor (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM).

[0047] The transmission system (18) of the EV (10) facilitates the transfer of the generated mechanical energy by the electric motor (16) to the wheels (22a, 22b) of the EV (10). Generally, the transmission systems (18) used in EVs include single speed transmission system and multi-speed (i.e., two-speed) transmission system.

[0048] In one embodiment, all data pertaining to the EV (10) and / or charging infrastructure (20) are collected and processed using a remote server (known as cloud) (24), wherein the processed data is indicated to the rider / driver of the EV (10) through a display unit present in the dashboard (26) of the EV (10). In an embodiment, the display unit may be an interactive display unit. In another embodiment, the display unit may be a non-interactive display unit.

[0049] Embodiments of the present disclosure relate to gear shifter systems. In particular, the present disclosure relates to a gear shifter system for achieving mixed transmission modes in a saddle type vehicle.

[0050] In an aspect, the present disclosure relates to a gear shifter system for achieving mixed transmission modes in a saddle type vehicle. The gear shifter system includes a gear shift lever operatively connected to a gear shifting subsystem including at least a driven shaft of the saddle type vehicle. The gear shifter system includes a mechanical interface configured with a pre-defined profile and adapted at a center portion of the gear shift lever. The mechanical interface facilitates any one of a first operation mode or a second operation mode. The first operation mode is achieved by allowing unimpeded rotation of the driven shaft, and the second operation mode is achieved by configuring an actuator to be operatively engaged with the mechanical interface. The actuator includes an actuator shaft which rotates in at least one of a clockwise direction or an anti-clockwise direction to block the coupling of the driven shaft with the mechanical interface.

[0051] Various embodiments of the present disclosure will be explained in detail with respect to FIGs. 2A to 2K.

[0052] FIG. 2A illustrates an exemplary architecture of a gear shifter system (200) for achieving mixed transmission modes in a saddle type vehicle (10), in accordance with embodiments of the present disclosure.

[0053] Referring to FIG. 2A, in an embodiment, the gear shifter system (200) may include a mechanical interface (226) configured with a pre-defined profile. The mechanicalinterface (226) may be adapted at a center portion of a gear shift lever (202) (as illustrated in FIG. 2B). The mechanical interface (226) may be configured to facilitate any one of a first operation mode or a second operation mode. The first operation mode may be a manual transmission mode and the second operation mode may be an automatic transmission mode. In an embodiment, the first operation mode may be achieved by allowing unimpeded rotation of a driven shaft operatively connected to the gear shift lever (202). The gear shift lever (202) may be connected to a gear shifting subsystem including at least a driven shaft and other components, as illustrated in FIG. 2K. The gear shift lever (202) may be coupled to a gear box (202’). The gear box (202’) may be a constant mesh sequential gear box. The gear box (202’) may be operatively connected to a traction motor (16) and wheels (22a, 22b) of the saddle type vehicle (10).

[0054] In an embodiment, the gear shifter system (200) may include an actuator (204) operatively engaged with the mechanical interface (226). The actuator (204) may include an actuator shaft (206) which rotates in at least one of a clockwise direction or an anti-clockwise direction to block the coupling of the driven shaft with the mechanical interface (226). The second operation mode may be achieved by configuring the actuator (204) to be operatively engaged with the mechanical interface (226). At least one end, for example, a first end of the actuator shaft (206) may be operatively engaged with the mechanical interface (226) formed of a parameterized geometry. The first end of the actuator shaft (206) may be affixed to the gear shift lever (202) through a coupling (212). A second end of the actuator shaft (206) may be accommodated within a foot rest member (208), as illustrated in FIG. 2B.

[0055] In an embodiment, the gear shifter system (200) may include one or more gear shift sensors (228) associated with the gear shift lever (202). The one or more gear shift sensors (228) may be configured to detect one or more user inputs, i.e., gear shifts performed by a user or a rider of the saddle type vehicle (10) (referred to as vehicle (10) hereafter) or inputs displayed in an operator interface (232) regarding gear positions. The operator interface (232) may be operatively connected to the mechanical interface (226) through a mechanical linkage.

[0056] In an embodiment, the gear shifter system (200) may include a control unit (230) operatively connected to the actuator (204) and the one or more gear shift sensors (228). The control unit (230) may be configured to selectively rotate the actuator shaft (206) in at least one of the clockwise direction or the anti-clockwise direction based on the detection of the one or more user inputs by the one or more gear shift sensors (228).

[0057] In an embodiment, during the first operation mode, a gear associated with the gear shift lever (202) may be shifted while riding or initiating a ride based on the one or more user inputs detected by the one or more gear shift sensors (228). In an embodiment, during the second operation mode, shifting of the gear associated with the gear shift lever (202) may be constrained while riding or initiating a ride, and a rotation of the actuator shaft (206) may be controlled by the control unit (230).

[0058] FIGs. 2B-2C illustrate an isometric view and an exploded view of the gear shifter system (200), respectively, in accordance with embodiments of the present disclosure.

[0059] Referring to FIGs. 2B and 2C, the gear shifter system (200) may include the gear shift lever (202) operatively connected to the gear box (202’). A centre portion of the gear shift lever (202) may be configured with the mechanical interface (226) formed of a predefined profile. The actuator (204) associated with the actuator shaft (206) may be housed in an actuator housing (204-1). The first end of the actuator shaft (206) may be inserted into the pre-defined profile and the second end of the actuator shaft (206) may be accommodated within the foot rest member (208). The foot rest member (208) may allow the user to securely place his feet while riding the vehicle (10). The foot rest member (208) may have rubber component to enhance comfort and prevent slipping of the foot during riding operation. In one embodiment, the foot rest member (208) may also have a textured surface for better grip. The foot rest member (208) may be made of a material selected from, without any limitations, aluminium, plastic, steel, titanium, composite materials, and the like. The first end of the actuator shaft (206) may be affixed to the gear shift lever (202) through the coupling (212).

[0060] FIGs. 2D-2E illustrate an isometric view and a sectional view of the gear shifter system (200) depicting rotation of the actuator shaft (206) based on angular movement of the gear shift lever (202), respectively, in accordance with embodiments of the present disclosure.

[0061] Referring to FIGs. 2D-2E, the first end of the actuator shaft (206) may be formed of a parameterized geometry, and affixed to the gear shift lever (202) through the coupling (212). The coupling (212) may be, for example, a disc coupling which have high torque capacity and good for high-speed applications. In some embodiments, the coupling (212) may be selected from, but not limited to, magnetic coupling, jaw coupling, rigid coupling, flexible coupling, and the like. In an exemplary embodiment, the first end of the actuator shaft (206) may be D-shaped which may be inserted into the pre-defined profile of the gear shift lever (202), thereby making the actuator shaft (206) to rotate based on an angular movement of thegear shift lever (202). In an exemplary embodiment, different angular movements of the gear shift lever (202) may give different positions of the actuator shaft (206). For example, at zero-degree position of the gear shift lever (202), there may be a gap of 20 degrees between a face of the actuator shaft (206) and a slot face of the gear shift lever (202). This position may allow for manual operation of the gear shift lever (202). In another example, at 10 degrees position of the gear shift lever (202), there may be a gap of 10 degrees between the face of the actuator shaft (206) and the slot face of the gear shift lever (202).

[0062] FIGs. 2F-2G illustrate sectional views of the actuator shaft (206) rotating to cover the pre-defined profile, and covering the pre-defined profile, respectively, in the second operation mode, in accordance with embodiments of the present disclosure.

[0063] Referring to FIGs. 2F-2G, when the user selects the first operation mode in the vehicle (10), the driven shaft (210) associated with the gear shift lever (202) may rotate independently with manual action to facilitate manual transmission (Refer FIG. 2F). Further, when the user selects the second operation mode in the vehicle (10), the actuator shaft (206) may rotate in at least one of the clockwise direction or the anti-clockwise direction and block the pre-defined profile of the gear shift lever (202) to facilitate automatic transmission (Refer FIG. 2G). During the second operation mode, shifting of a gear associated with the gear shift lever (202) may be constrained while riding or initiating a ride, and a rotation of the actuator shaft (206) may be controlled by the control unit (230) associated with the gear shifter system (200).

[0064] FIG. 2H illustrates a sectional view of the actuator shaft (206) rotating to cover the clearance during the first operation mode, in accordance with embodiments of the present disclosure.

[0065] Referring to FIG. 2H, when the user selects the first operation mode in the vehicle (10), the driven shaft (210) associated with the gear shift lever (202) may rotate independently with manual action to facilitate manual transmission. During the first operation mode, the gear associated with the gear shift lever (202) may be shifted while riding or initiating a ride based on user inputs.

[0066] FIGs. 2I-2J illustrate sectional views of the actuator shaft (206) rotating to cover the pre-defined profile (or clearance), and covering the pre-defined profile, respectively, in the mixed mode, in accordance with embodiments of the present disclosure.

[0067] Referring to FIGs. 2L2J, when the user selects the mixed mode transmission in the vehicle (10), the driven shaft (210) associated with the gear shift lever (202) may rotate independently with manual action to facilitate manual transmission a shown in FIG. 2H.During the manual transmission, the control unit (230) may be configured to detect the shifting of the gear based on the user inputs. In case, the control unit (230) detects that the shifting of the gear is non-adequate by monitoring one or more vehicle parameters, the control unit (230) may be configured to perform the automatic transmission (Refer FIG. 2J).

[0068] FIGs. 2K illustrates an isometric view of the gear box (202’), in accordance with embodiments of the present disclosure.

[0069] Referring to FIGs. 2K, internal components of the gear box (202’) is shown. The gear box (202’) may be a constant mesh sequential gearbox. The gearbox (202’) may include a gear selector drum (216), one or more selector forks (220-1, 220-2) (individually and collectively referred as “selector fork (220)” hereinafter), one or more gears (214-1, 214-2, 214-3) (individually and collectively referred as “gear (214)” and “gears (214)” hereinafter), one or more dog clutches (218-1, 218-2) (individually and collectively referred as “dog clutch (218)” hereinafter), one or more intermediate shafts (224) (individually and collectively referred as “intermediate shaft (224)” hereinafter), an output shaft (222), and the actuator shaft (206) (Refer FIG. 2K). The gear selector drum (216) may control the position of the selector forks (220), guiding them to engage a selected gear as per user inputs. Further, the selector forks (220) may be responsible for moving the dog clutches (218) to engage or disengage with the one or more gears (214). The dog clutches (218) may be used to connect the selected gear (214) to the output shaft (222). The dog clutches (218) may include teeth that may fit into corresponding notches on the gears (214), thereby allowing for quick engagement and disengagement without need of a synchronizer. The output shaft (222) may be connected to the dog clutches (218) and rotate to deliver power to a drivetrain.

[0070] Further, the intermediate shafts (224) may connect the actuator shaft (206) to the output shaft (222). The actuator shaft (206) may engage with the intermediate shafts (224) to transfer rotation force of an engine.

[0071] The constant mesh gearbox features gears that are always in mesh but only one gear is engaged at any time to transmit power. Traditional systems rely on a friction clutch to disengage the engine from the transmission. Further, synchromesh mechanisms, including a conical friction plate and the dog clutch (218), are used to synchronize the speed of input and output shafts (222) to enable a smooth engagement of the dog clutch (218).

[0072] A person skilled in the art would appreciate the proposed gear shifter system (200) utilizes simple dog clutch-only shifter. This reduction in components not only lowers the potential for mechanical failure but also simplifies the manufacturing process, resulting in reduced production costs.

[0073] The actuator (204) may be operatively connected to a gearing mechanism including a first gear and a second gear. The first gear and the second gear may be aligned together or spaced apart, based on the operation modes selected by the user. As can be appreciated, the proposed gear shifter system (200) is designed to be compatible with a wide range of existing gearbox architectures. This flexibility allows manufacturers to implement this technology without extensive redesign efforts, facilitating faster adoption and modernization of their vehicles. The proposed gear shifter system (200) can be implemented in sport bikes, or motorcycles. It can be tailored to meet the specific needs of various riding styles and vehicle types.

[0074] Moreover, the design of the proposed gear shifter system (200) may be integrated by any manufacturer to upgrade an existing line of vehicles. A retrofittable manifestation of this design may be made as an aftermarket upgrade. This design may require only a minimal number of additional components compared to existing systems, while providing similar or even enhanced features, functions, and benefits. The proposed gear shifter system (200) may feature an assist mechanism that remains disengaged during normal operation. This allows for multiple use cases:(i) Manual mode - Rider operates a mechanical gear shifter system, without any hindrance from gear shifter actuators.(ii) Fully automatic mode - The gear shifter system may take control of the gear shifting process. Further, the control unit may also prevent the rider from trying to change gears manually, which can be beneficial for ignoring accidental inputs. It can do so by negating the physical input with the actuators.(iii) Automatic mode with digital inputs from rider - In this mode, the control unit may shift the gears based on inputs from the user. When the rider intends to shift gears, they simply press the respective button, the control unit then proceeds to change gears using the gear shifter system consisting of the actuators (can be in the form of paddle, foot switch, handlebar switch, etc.,)(iv) Mixed mode - This mode may be similar to automatic mode. However, the control unit does not override if the rider changes the gears manually. This may be enabled by the mechanical interface formed with the pre-defined profile, since both the mechanisms do not hinder the normal operation of the gearbox.

[0075] Further, interactive modes may be implemented in two operation modes, namely the automatic mode with digital input from the rider and the mixed mode. During rider training, the control unit may wait for the rider to make the optimum shift. Only if the riderfails to do so, the gear shift control unit may assume control to shift gears. In adaptive learning, instead of the rider setting up their preferences for automatic mode, the rider can start with a baseline automatic mode. However, every time the rider overrides, the control unit, by manually changing gears, learns the rider’s preference and adapts.

[0076] Regardless of the modes, the gear shifter system may be configured to prevent the rider from accidentally requesting the gear shift that may damage the transmission. In the manual mode, the control unit may oppose the rider by preventing the gear shift using the gear shift actuator. In the fully automatic mode, the gear shifter system may be in full control and may not select an unserviceable gear. In the automatic mode with digital inputs from the rider, the control unit may ignore the unserviceable inputs. In the mixed mode similar to the manual mode, if the rider tries to manually initiate the unserviceable gear shift, then the gear shift system may prevent the operator from doing so by opposing the rider with the gear shift actuator.

[0077] Furthermore, unserviceable gears selection may arise, for example, but not limited to, if the operator wants to shift to the gear, that may cause the transmission RPM to exceed its rated limit. Example: if the vehicle is operating at a high speed, with the corresponding gear, and the rider requests a gear ratio that’s appropriate for very low speed at this instant. The gear shift system may use a fail-passive design, ensuring that any failure within the system defaults to manual operation. This configuration may prioritize operator control, maintaining full manual operability under failure.

[0078] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and / or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the disclosure to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.

[0079] While the foregoing describes various embodiments of the disclosure, other and further embodiments of the disclosure may be devised without departing from the basic scope thereof. The scope of the disclosure is determined by the claims that follow. The disclosure is not limited to the described embodiments, versions, or examples, which are included to enable a person having ordinary skill in the art to make and use the disclosure when combined with information and knowledge available to the person having ordinary skill in the art.ADVANTAGES OF THE PRESENT DISCLOSURE

[0080] The present disclosure enables a user to transit seamlessly between a first operation mode and a second operation mode in a vehicle.

[0081] The present disclosure provides a gear shifter system that can be easily retrofitted onto existing two-wheelers with manual transmissions.

[0082] The present disclosure enables users or riders to adapt their transmission choice based on varying road conditions and personal preferences.

[0083] The present disclosure provides a gear shifter system that minimizes maintenance needs by reducing number of moving parts in the system.

[0084] The present disclosure provides a gear shifter system which is lighter in weight due to removal of clutch assembly and synchronous components.

[0085] The present disclosure provides a gear shifter system that achieves mixed transmission modes, and ensures transmission protection.

[0086] The present disclosure ensures that feel and feedback of shifting gears in a foot- operated sequential constant mesh manual transmission are distinctive, which is not replicated in other automatic transmission solutions.

Claims

We Claim:

1. A gear shifter system (200) for achieving mixed transmission modes in a saddle type vehicle (10), comprising: a gear shift lever (202) operatively connected to a driven shaft (210) of the saddle type vehicle (10); a mechanical interface (226) configured with a pre-defined profile and adapted at a center portion of the gear shift lever (202), wherein the mechanical interface (226) facilitates any one of a first operation mode or a second operation mode, wherein: the first operation mode is achieved by allowing unimpeded rotation of the driven shaft (210); and the second operation mode is achieved by configuring an actuator (204) to be operatively engaged with the mechanical interface (226), wherein the actuator (204) comprises an actuator shaft (206) which rotates in at least one of a clockwise direction or an anti-clockwise direction to block the coupling of the driven shaft (210) with the mechanical interface (226).

2. The gear shifter system (200) as claimed in claim 1, wherein the first operation mode is a manual transmission mode and the second operation mode is an automatic transmission mode.

3. The gear shifter system (200) as claimed in claim 1, comprising one or more gear shift sensors (228) associated with the gear shift lever (202), and configured to detect one or more user inputs.

4. The gear shifter system (200) as claimed in claim 2, comprising a control unit (230) operatively connected to the actuator (204) and the one or more gear shift sensors (228), and configured to selectively rotate the actuator shaft (206) in at least one of the clockwise direction or the anti-clockwise direction based on the detection of the one or more user inputs.

5. The gear shifter system (200) as claimed in claim 3, wherein during the second operation mode, shifting of a gear associated with the gear shift lever (202) isconstrained while riding or initiating a ride, and a rotation of the actuator shaft (206) is controlled by the control unit (230).

6. The gear shifter system (200) as claimed in claim 1, wherein at least one end of the actuator shaft (206) is operatively engaged with the mechanical interface (226) and formed of a parameterized geometry.

7. The gear shifter system (200) as claimed in claim 5, wherein the at least one end of the actuator shaft (206) is affixed to the gear shift lever (202) through a coupling (212).

8. The gear shifter system (200) as claimed in claim 1, wherein during the first operation mode, a gear associated with the gear shift lever (202) is shifted while riding or initiating a ride based on one or more user inputs.

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