SYSTEM TO CONTROL A MANUAL TRANSMISSION

Abstract

An automated single clutch transmission, which includes an intelligent gear shift lever, an engager, an electronic clutch actuator, and at least one control unit in electrical communication with the intelligent gear shift lever, the engager, and the electronic clutch actuator. A clutch mechanism is in electrical communication with the electronic clutch actuator. The intelligent gear shift lever configures the automated single clutch transmission for operating in one of a plurality of gear configurations, and the engager is used to command the electronic clutch actuator to change the clutch mechanism between an engaged configuration and a disengaged configuration. The engager may be a rotatable shift knob connected to the intelligent gear shift lever, a secondary movement of the intelligent shift lever, or an electronic clutch pedal.

Claims

1. An apparatus, comprising: a transmission for a vehicle, including: an intelligent gear shift lever; an engager; a clutch mechanism; and at least one control unit in electrical communication with the intelligent gear shift lever, the engager, and the clutch mechanism such that the at least one control unit is able to receive signals from the intelligent gear shift lever and the engager, and the at least one control unit controls the actuation of the clutch mechanism based on the signals received from the intelligent gear shift lever and the engager; and wherein the intelligent gear shift lever is used to configure the automated single clutch transmission for operating in one of a plurality of gear configurations, and the engager is used to command the at least one control unit to change the clutch mechanism between an engaged configuration and a disengaged configuration.

2. The apparatus of claim 1, the engager further comprising a rotatable shift knob connected to the intelligent gear shift lever.

3. The apparatus of claim 2, wherein the shift knob is rotated in a first direction to send a signal to the at least one control unit such that the at least one control unit places the clutch mechanism in the engaged configuration, and the shift knob is rotated in a second direction to send a signal to the at least one control unit such that the at least one control unit places the clutch mechanism in a disengaged configuration.

4. The apparatus of claim 1, the engager further comprising a secondary movement of the intelligent gear shift lever, wherein after the intelligent gear shift lever is used to configure the transmission for operating in one of the plurality of gear configurations, the secondary movement of the intelligent gear shift lever along an angle in a first direction sends a signal to the at least one control unit to place the clutch mechanism in the engaged configuration, and the secondary movement of the intelligent gear shift lever along the angle in a second direction sends a signal to the at least one control unit to place the clutch mechanism in the disengaged configuration.

5. The apparatus of claim 1, the engager further comprising one or more sensors operable for detecting when it is desired to change the transmission for operating in one of the plurality of gear configurations.

6. The apparatus of claim 1, further comprising a park-assist mode of operation.

7. The apparatus of claim 6, the park-assist mode of operation further comprising: a rear proximity sensor in electrical communication with the at least one control unit; wherein after the intelligent gear shift lever is used to configure the transmission to a reverse mode of operation and the engager is used to change the clutch mechanism to the engaged configuration, and as the vehicle is moving backward the at least one controller changes the clutch mechanism to the disengaged configuration when the rear proximity sensor detects an object behind the vehicle.

8. The apparatus of claim 7, the vehicle further comprising a brake system, wherein the at least one controller is in electrical communication with the brake system such that the at least one controller commands the brake system to decrease the speed of the vehicle as the at least one controller disengages the clutch mechanism.

9. The apparatus of claim 1, further comprising follow-car mode of operation.

10. The apparatus of claim 9, the follow-car mode of operation further comprising: a front proximity sensor in electrical communication with the at least one control unit, the front proximity sensor operable for detecting a followed vehicle; wherein the at least one control unit changes the clutch mechanism between the engaged configuration and the disengaged configuration to selectively transfer power to the transmission such that the vehicle moves at the same pace as the followed vehicle.

11. The apparatus of claim 10, the vehicle further comprising a brake system, wherein the at least one controller is in electrical communication with the brake system such that if the followed vehicle decreases speed, the at least one controller commands the brake system to decrease the speed of the vehicle and the at least one controller disengages the clutch mechanism.

12. The apparatus of claim 1, the engager further comprising an electronic clutch pedal, wherein upon application of force to the electronic clutch pedal, a signal is sent to the at least one control unit that the electronic clutch pedal has been actuated, and the at least one control unit changes the clutch mechanism to the disengaged configuration, and when force is no longer applied to the electronic clutch pedal, a signal is sent to the at least one control unit that the electronic clutch pedal has been released, and the at least one control unit changes the clutch mechanism to the engaged configuration.

13. The apparatus of claim 1, further comprising: an electronic clutch actuator in electrical communication with the at least one control unit for controlling the clutch mechanism; wherein at least one control unit is able to receive signals from the intelligent gear shift lever and the engager, and the at least one control unit is able to send signals to the electronic clutch actuator based on the signals received from the intelligent gear shift lever and the engager to change the clutch mechanism between the engaged configuration and the disengaged configuration.

14. An automated single-clutch transmission, comprising: a gear shift lever; at least one control unit in electrical communication with the gear shift lever; an electronic clutch actuator in electrical communication with the at least one control unit; a clutch mechanism operable for being placed in an engaged configuration and a disengaged configuration, the configuration of the clutch mechanism being controlled by the electronic clutch actuator; and an engager in electrical communication with the at least one control unit such that the engager sends a signal to the at least one control unit to command the electronic clutch actuator to change the clutch mechanism between the engaged configuration and the disengaged configuration; wherein the engager is used to change the clutch mechanism to the engaged configuration after the gear shift lever places the transmission into one of a plurality of gear configurations, and the engager is used to change the clutch mechanism to the disengaged configuration prior to the gear shift lever being used to change the transmission to another of the plurality of gear configurations.

15. The automated single-clutch transmission of claim 14, the gear shift lever further comprising an intelligent gear shift lever.

16. The automated single-clutch transmission of claim 14, the engager further comprising: a rotatable shift knob mounted to the gear shift lever; wherein the shift knob is rotated in a first direction to send a signal to the electronic clutch actuator to place the clutch mechanism in the engaged configuration, and the shift knob is rotated in a second direction to send a signal to the electronic clutch actuator to place the clutch mechanism in the disengaged configuration.

17. The automated single-clutch transmission of claim 14, the engager further comprising a secondary movement of the intelligent shift lever, wherein after the intelligent gear shift lever is used to configure the transmission for operating in one of the plurality of gear configurations, the secondary movement of the intelligent gear shift lever along an angle in a first direction sends a signal to the electronic clutch actuator to place the clutch mechanism in the engaged configuration, and the secondary movement of the intelligent gear shift lever along the angle in a second direction sends a signal to the electronic clutch actuator to place the clutch mechanism in the disengaged configuration

18. The automated single-clutch transmission of claim 14, further comprising: a rear proximity sensor in electrical communication with the at least one control unit; wherein the at least one controller configures the transmission for operating in a park-assist mode of operation, such that after the intelligent gear shift lever is used to configure the transmission to operate in a reverse mode of operation and the engager is used to change the clutch mechanism to the engaged configuration, and as the vehicle is moving backwards the at least one controller commands the electronic clutch actuator to change the clutch mechanism to the disengaged configuration when the rear proximity sensor detects an object behind the vehicle.

19. The automated single-clutch transmission of claim 18, the vehicle further comprising a brake system, wherein the at least one controller is in electrical communication with the brake system such that the at least one controller commands the brake system to decrease the speed of the vehicle as the at least one controller disengages the clutch mechanism.

20. The automated single-clutch transmission of claim 14, further comprising: a front proximity sensor in electrical communication with the at least one control unit, the front proximity sensor operable for detecting a followed vehicle; wherein the at least one controller configures the transmission for operating in a follow-car mode of operation, where the at least one control unit commands the electronic clutch actuator to change the clutch mechanism between the engaged configuration and the disengaged configuration such that power is selectively transferred to the transmission, and the vehicle moves at the same pace as the followed vehicle.

21. The automated single-clutch transmission of claim 20, the vehicle further comprising a brake system, wherein the at least one controller is in electrical communication with the brake system such that if the followed vehicle decreases speed, the at least one controller commands the brake system to decrease the speed of the vehicle and the at least one controller disengages the clutch mechanism.

22. The automated single-clutch transmission of claim 14, the engager further comprising an electronic clutch pedal, wherein upon application of force to the electronic clutch pedal, a signal is sent to the at least one control unit that the electronic clutch pedal has been actuated, and the at least one control unit commands the electronic clutch actuator to change the clutch mechanism to the disengaged configuration, and when force is no longer applied to the electronic clutch pedal, a signal is sent to the at least one control unit that the electronic clutch pedal has been released, and the at least one control unit commands the electronic clutch actuator to change the clutch mechanism to the engaged configuration.

23. The automated single-clutch transmission of claim 14, the engager further comprising one or more sensors operable for detecting when it is desired to change the transmission for operating in one of the plurality of gear configurations.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:

[0027] FIG. 1 is a diagram of a powertrain system of a vehicle having an automated single clutch transmission, according to embodiments of the present invention; and

[0028] FIG. 2 is a perspective view of an intelligent gear shift lever used as part of an automated single clutch transmission, according to embodiments of the present invention;

[0029] FIG. 3A is a diagram of a shift pattern for an intelligent gear shift lever, indicating that the shift lever is configured such that the transmission is in a neutral configuration, according to embodiments of the present invention;

[0030] FIG. 3B is a top view of a shift lever used as part of an automated single clutch transmission, the shift lever having a shift pattern representing the positions the shift lever is configured to in order for the automated single clutch transmission to operate in a desired gear, with an icon representing that the shift lever is in the neutral configuration, according to embodiments of the present invention;

[0031] FIG. 4A is a diagram of a shift pattern for an intelligent gear shift lever, indicating that the shift lever is configured such that the transmission is in a first gear configuration, according to embodiments of the present invention;

[0032] FIG. 4B is a top view of a shift lever used as part of an automated single clutch transmission, the shift lever having a shift pattern representing the positions the shift lever is configured to in order for the automated single clutch transmission to operate in a desired gear, with an icon representing that the shift lever is in the first gear configuration, according to embodiments of the present invention;

[0033] FIG. 5A is a diagram of a shift pattern for an intelligent gear shift lever, indicating that the shift knob of the shift lever is rotated to place a clutch mechanism in an engaged configuration, according to embodiments of the present invention;

[0034] FIG. 5B is a top view of a shift lever used as part of an automated single clutch transmission, the shift lever having a shift pattern representing the positions the shift lever is configured to in order for the automated single clutch transmission to operate in a desired gear, with an icon representing that the shift lever is in the first gear configuration, and an indication that the shift knob of the shift lever is being rotated to place a clutch mechanism in an engaged configuration, according to embodiments of the present invention;

[0035] FIG. 6A is a diagram of a shift pattern for an intelligent gear shift lever, indicating that the shift knob of the shift lever is rotated to place a clutch mechanism in a disengaged configuration, according to embodiments of the present invention;

[0036] FIG. 6B is a top view of a shift lever used as part of an automated single clutch transmission, the shift lever having a shift pattern representing the positions the shift lever is configured to in order for the automated single clutch transmission to operate in a desired gear, with an icon representing that the shift lever is in the first gear configuration, and an indication that the shift knob of the shift lever is being rotated to place a clutch mechanism in a disengaged configuration, according to embodiments of the present invention;

[0037] FIG. 7A is a diagram of a shift pattern for an intelligent gear shift lever, indicating that the shift lever is configured such that the transmission is in a second gear configuration, according to embodiments of the present invention;

[0038] FIG. 7B is a top view of a shift lever used as part of an automated single clutch transmission, the shift lever having a shift pattern representing the positions the shift lever is configured to in order for the automated single clutch transmission to operate in a desired gear, with an icon representing that the shift lever is in the second gear configuration, according to embodiments of the present invention;

[0039] FIG. 8A is a diagram of a shift pattern for an intelligent gear shift lever, indicating that the shift knob of the shift lever is rotated to place a clutch mechanism in an engaged configuration, according to embodiments of the present invention;

[0040] FIG. 8B is a top view of a shift lever used as part of an automated single clutch transmission, the shift lever having a shift pattern representing the positions the shift lever is configured to in order for the automated single clutch transmission to operate in a desired gear, with an icon representing that the shift lever is in the second gear configuration, and an indication that the shift knob of the shift lever is being rotated to place a clutch mechanism in an engaged configuration, according to embodiments of the present invention;

[0041] FIG. 9 is a diagram of a vehicle incorporating an automated single clutch transmission, according to embodiments of the present invention;

[0042] FIG. 10A is a top view of an alternate embodiment of a shift lever used as part of an automated single clutch transmission, the shift lever having a shift pattern representing the positions the shift lever is configured to in order for the automated single clutch transmission to operate in a desired gear, with an icon representing that the shift lever is in the neutral configuration, according to embodiments of the present invention;

[0043] FIG. 10B is a top view of an alternate embodiment of a shift lever used as part of an automated single clutch transmission, the shift lever having a shift pattern representing the positions the shift lever is configured to in order for the automated single clutch transmission to operate in a desired gear, with an icon representing that the shift lever is in the first gear configuration, according to embodiments of the present invention;

[0044] FIG. 10C is a side view of an alternate embodiment of a shift lever in various configurations, where the shift lever is used as part of an automated single clutch transmission to configure the automated single clutch transmission to operate in first gear;

[0045] FIG. 10D is a top view of an alternate embodiment of a shift lever used as part of an automated single clutch transmission, the shift lever having a shift pattern representing the positions the shift lever is configured to in order for the automated single clutch transmission to operate in a desired gear, with an icon representing that the shift lever is in the second gear configuration, according to embodiments of the present invention; and

[0046] FIG. 10E is a side view of an alternate embodiment of a shift lever in various configurations, where the shift lever is used as part of an automated single clutch transmission to configure the automated single clutch transmission to operate in second gear.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0047] The following description of the preferred embodiment(s) is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.

[0048] A diagram of a powertrain system for a vehicle incorporating an automated single clutch transmission (ASCT) with intelligent gear shift is shown in FIG. 1 generally at 10. The powertrain system 10 includes an engine 12 in electrical communication with an engine control unit (ECU) 14. The system 10 further includes a transmission 16 which is selectively engaged with the engine 12 through the use of a clutch mechanism 18 having an electronic clutch actuator (ECA) 20. The transmission 16 in this embodiment is a single clutch transmission having multiple configurations used to transmit power from the engine 12 at various gear ratios. The clutch mechanism 18 has two configurations, a first, or disengaged configuration, and a second, or engaged configuration. The ECA 20 and the ECU 14 are both in electrical communication with a transmission control unit (TCU) 22, and the TCU 22 is also in electrical communication with an intelligent gear shift lever (IGSL) 24.

[0049] Referring now to FIG. 2, the IGSL 24 also includes an engager, shown generally at 26, which in this embodiment is a rotatable shift knob 28 mounted to a shift lever, shown generally at 30. The shift knob 28 includes the pattern, shown generally at 28A, which represents the positions the lever 30 is configured to in order to configure the transmission 16 to operate in the desired gear.

[0050] Referring now to FIGS. 3A and 3B, a diagram is shown generally at 32 which depicts the various configurations the shift lever 30 is placed into in order to change the working gear in the transmission 16. The transmission 16 is in neutral, and the shift lever 30 is in the position as indicated by an icon 34.

[0051] Referring now to FIGS. 2 and 4A-4B, when it is desired to change the transmission 16 from neutral to first gear, the shift lever 30 is moved to a first configuration as shown by arrow 28B, which follows the pattern shown in the shift pattern 28A, and the icon 34 provides an indication that the transmission 16 is configured for operating in first gear. However, although the transmission 16 is configured for operating in first gear, no power is transmitted from the engine 12 to the transmission 16 because the clutch mechanism 18 is in the disengaged configuration. Referring now to FIGS. 5A-5B, the clutch mechanism 18 is changed to an engaged configuration when the driver actuates the engager 26 by rotating the shift knob 28 approximately twenty degrees in a first direction, or clockwise direction, as shown by the arrow 34A. The rotation of the shift knob 28 sends a signal to the TCU 22 that the driver wants to change the clutch mechanism 18 to the engaged configuration, upon which the TCU 22 sends a signal to the ECA 20 to change the clutch mechanism 18 to the engaged position, and the engine 12 then transfers power to the transmission, propelling the vehicle forward. The acceleration of the vehicle is dependent upon the position of the accelerator pedal, the position of which is dependent upon the driver of the vehicle.

[0052] When it is desired to configure the transmission 16 for operating in second gear, the driver rotates the shift knob 28 approximately twenty degrees in a second direction, or counterclockwise direction, as shown by arrow 34B in FIGS. 6A-6B, which sends a signal to the TCU 22 that the driver wants to change the clutch mechanism 18 to the disengaged configuration, upon which the TCU 22 sends a signal to the ECA 20 to change the clutch mechanism 18 to the disengaged configuration, and the engine 12 then no longer transfers power to the transmission 16. The shift lever 30 is then reconfigured, as shown in FIGS. 7A-7B and by the arrow 28C in FIG. 2, where the shift lever 30 is moved through the neutral position, and the transmission 16 is configured to operate in second gear, which follows the pattern shown in the shift pattern 28A, and is shown by the icon 34.

[0053] However, although the transmission 16 is configured for operating in second gear, again no power is transmitted from the engine 12 to the transmission 16 because the clutch mechanism 18 is in the disengaged configuration. Referring now to FIGS. 8A-8B, the clutch mechanism 18 is changed to an engaged configuration when the driver actuates the engager 26 by again rotating the shift knob 28 approximately twenty degrees in a clockwise direction as shown by arrow 34A, sending a signal to the TCU 22 that the driver wants to change the clutch mechanism 18 to the engaged configuration, upon which the TCU 22 sends a signal to the ECA 20 to change the clutch mechanism 18 to the engaged configuration, and the engine 12 then transfers power to the transmission, propelling the vehicle forward in second gear as the driver applies force to the accelerator pedal.

[0054] The process of rotating the shift knob 28 in a clockwise and counterclockwise direction, and moving the shift lever 30 to place the transmission 16 in the desired configuration is repeated for each gear until the vehicle is traveling at a desired speed.

[0055] One of the features of the powertrain system 10 having the automated single clutch transmission with intelligent gear shift is referred to as a follow-car mode of operation, which is used along with several proximity sensors 36,38, to slowly move the vehicle in traffic. Referring to FIG. 9, an example of a vehicle 40 having the powertrain system 10 and proximity sensors 36,38 is shown. This mode of operation is used when there are heavy traffic volumes, and repeatedly rotating the shift knob 28 to engage and disengage the clutch mechanism 18 becomes cumbersome. Each of the proximity sensors 36,38 is in electrical communication with the TCU 22, and when the system 10 is placed in the follow-car mode of operation, the front proximity sensor 36 detects the presence of the followed vehicle 42 in front of the vehicle 40.

[0056] As the vehicle 42 moves forward at low speeds (i.e., under fifteen miles per hour) under heavy traffic conditions, the TCU 22 sends signals to the ECA 20 such that the ECA 20 selectively engages and disengages the clutch mechanism 18, selectively transferring power from the engine 12 to the transmission 16 to slowly move the vehicle 40 forward at the same rate of speed as the followed vehicle 42. The TCU 22 communicates with the ECU 14 and ECA 20 such that ECU 14 controls the operating speed of the engine 12 and the ECA 20 provides smooth engagement between the engine 12 and the transmission 16, moving the vehicle 40 forward at the same rate of speed as the followed vehicle 42. The ECU 14 is also in electrical communication with the brake pedal, and if the vehicle 42 decreases speed, and driver of the vehicle 40 applies the brake pedal to decrease the speed of the vehicle 40, a signal that the brake pedal has been applied is detected by the ECU 14 and TCU 22, such that the TCU 22 commands the ECA 20 to disengage the clutch mechanism 18, and the ECU 14 decreases the operating speed of the engine 12. If the followed vehicle 42 is travelling at a steady speed, and it is therefore desired to maintain a steady speed of the vehicle 40, the driver does not need to apply force to the brake pedal. The TCU 22 commands the ECA 20 to engage the clutch mechanism 18, and the ECU 14 changes the operating speed of the engine 12 such that the vehicle 40 travels at approximately the same speed as the followed vehicle 42.

[0057] Another feature of the powertrain system 10 having the automated single clutch transmission with intelligent gear shift is a park-assist mode of operation. In the park-assist mode of operation, the transmission 16 is configured to be in a reverse mode of operation, and when the driver of the vehicle 40 actuates the engager 26 by rotating the shift knob 28 approximately twenty degrees in the clockwise direction, the clutch mechanism 18 is changed to an engaged configuration, and the driver of the vehicle 40 applies force to the accelerator pedal such that the vehicle 40 begins moving in reverse. However, rear proximity sensor 38 is able to detect any objects behind the vehicle 40, and the rear proximity sensor 38 is in electrical communication with the TCU 22. If the rear proximity sensor 38 detects an object (i.e., another vehicle, a wall, a pedestrian, etc.) behind the vehicle 40, the rear proximity sensor 38 sends a signal to the TCU 22, and the TCU 22 commands the ECA 20 to disengage the clutch mechanism 18, and the ECU 14 decreases the operating speed of the engine 12. During this mode of operation, the speed of the vehicle 40 may be decreased either by the driver of the vehicle 40 applying force to the brake pedal, or the ECU 14 may be in electrical communication with the brake system such that the ECU 14 may command the brake system to decrease the speed of the vehicle as the ECU 14 decreases the operating speed of the engine 12 and the TCU 22 commands the ECA 20 to disengage the clutch mechanism 18. The park-assist mode of operation also includes an automatic engager option, where the driver of the vehicle 40 does not need to actuate the engager 26 to engage/disengage the clutch mechanism 18, but rather the TCU 22 controls the ECA 20 and clutch mechanism 18 when the driver of the vehicle 40 configures the vehicle 40 for operating in the reverse mode of operation.

[0058] In an alternate embodiment, the powertrain system 10 optionally includes an electronic clutch pedal (ECP) 44 to function as the engager 26 (shown in FIG. 1), which functions as an electronic switch, where upon application of force to the ECP 44, a signal is sent to the TCU 22 that the ECP 44 has been actuated, and the TCU 22 commands the ECA 20 to disengage the clutch mechanism 18. When force is no longer applied to the ECP 44, a signal is sent to the TCU 22 that the ECP 44 has been released, and the TCU 22 commands the ECA 20 to re-engage the clutch mechanism 18. In this embodiment, the ECP 44 may be used with the system 10, such that the driver uses the ECP 44 to engage and disengage the clutch mechanism 18, instead of rotating the shift knob 28. In this embodiment, the ECP 44 may be used to engage and disengage the clutch mechanism 18, instead of rotating the shift knob 28, depending upon the desire of the driver. The option to change how the clutch mechanism 18 is actuated may be changed through the use of a switch in the instrument cluster, or some other type of interface between the vehicle 40 and the driver.

[0059] The engager 26 described above is a rotatable shift knob 28. However, it is within the scope of the invention that the engager 26 may be any device, sensor or group of sensors, or suitable actuation by the driver of the vehicle to control actuation of the ECA 20 through the TCU 22.

[0060] For example, instead of rotating the shift knob 28, the engager 26 may be an additional movement of the shift lever 30. In an alternate embodiment, the shift lever 30, is moved to different configurations, shown in FIGS. 10A-10E. In this embodiment, the shift pattern 28A is still the same for configuring the operation of the transmission 16, but in this embodiment the shift lever 30 has a secondary movement after configuring the transmission 16 to operate in a particular gear, where the shift lever 30 is moved to send a signal to the TCU 22, such that TCU 22 commands the ECA 20 to engage or disengage the clutch mechanism 18. Initially, the shift lever 30 is in the first position, or neutral position, as indicated at 30A in FIGS. 10A and 10C, and indicated by the icon 34. To configure the transmission 16 for operating in first gear, the shift lever 30 is moved in the direction as shown by the arrow 28B in FIG. 2, and indicated at 30B and by the icon 34 in FIGS. 10B and 10C. However, the engine 12 is still not transferring torque to the transmission 16 because the clutch mechanism 18 is in the disengaged configuration. In this embodiment, there is additional movement of the shift lever 30, which acts as the engager 26. More specifically, the shift lever 30 is moved along the angle 46 as shown in FIG. 10C, from the configuration as indicated at 30B to the configuration as indicated at 30C, in which case a signal is sent to the TCU 22 that the driver desires to change the clutch mechanism 18 to the engaged configuration, upon which the TCU 22 sends a signal to the ECA 20 to change the clutch mechanism 18 to the engaged position, and the engine 12 then transfers power to the transmission, propelling the vehicle forward.

[0061] Again, the acceleration of the vehicle is dependent upon the position of the accelerator pedal, the position of which is dependent upon the driver of the vehicle. It should be noted that the change from the configuration as indicated at 30B to the configuration as indicated at 30C is a straight-line movement, as opposed to the movement the shift lever 30 undergoes from the position indicated at 30A to the position indicated at 30B and shown in FIGS. 10A-10C, and indicated by arrow 28B in FIG. 2.

[0062] When it is desired to configure the transmission 16 to operate in second gear, the shift lever 30 is again moved about angle 46 from the configuration as indicated at 30C to the configuration as indicated at 30B, which sends a signal to the TCU 22 that the driver desires to change the clutch mechanism 18 to the disengaged configuration, upon which the TCU 22 sends a signal to the ECA 20 to change the clutch mechanism 18 to the disengaged configuration. The shift lever 30 is then moved through the neutral position as shown in FIGS. 10D-10E such that the shift lever 30 is in the configuration indicated at 30D, which also follows the pattern shown in the shift pattern 28A and indicated by the arrow 28C in FIG. 2, such that the transmission 16 is configured for operating in second gear, as indicated by the icon 34 in FIG. 10D. The shift lever 30 then is moved along the angle 48 as shown in FIG. 10E, from the configuration as indicated at 30D to the configuration as indicated at 30E, in which case a signal is sent to the TCU 22 that the driver desires to change the clutch mechanism 18 to the engaged configuration, upon which the TCU 22 sends a signal to the ECA 20 to change the clutch mechanism 18 to the engaged configuration, and the engine 12 then transfers power to the transmission 16. To disengage the clutch mechanism 18, the shift lever 30 is again moved about angle 48 from the configuration as indicated at 30E to the configuration as indicated at 30D, which sends a signal to the TCU 22 that the driver desires to change the clutch mechanism 18 to the disengaged configuration, upon which the TCU 22 sends a signal to the ECA 20 to change the clutch mechanism 18 to the disengaged position. The shift lever 30 may then be moved back to the neutral configuration, as shown in FIG. 10A, or to one of the other gear configurations.

[0063] The same process is used for configuring the transmission 16 to operate in third gear, fourth gear, fifth gear, and reverse, where the shift lever 30 is moved using the secondary movement to engage and disengage the clutch mechanism 18.

[0064] The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.