DESC:FORM 2
THE PATENTS ACT 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10 and rule 13]
“A REVERSE MECHANISM FOR TRANSMISSION ASSEMBLY OF A
VEHICLE”
We, MTAEMTC PRIVATE LIMITED, an Indian Company, having a contact
address at KHASRA NO. 245, BAROTIWALA, HARIPUR ROAD, SOLAN,
HIMACHAL PRADESH- 174103 (INDIA).
The following specification particularly describes the invention and the
manner in which it is to be performed.
FIELD OF THE INVENTION
Embodiments of the present invention generally relate to
transmission mechanisms and assemblies and more particularly to a
reverse mechanism for transmission assembly of a vehicle.
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BACKGROUND OF THE INVENTION
Vehicles, whether manual, automatic, or semi-automatic, often
require the ability to move in a backward direction. This movement
necessitates the use of a reverse gear mechanism in the transmission
system. An essential aspect of these mechanisms is ensuring that the
reverse gear isn't accidentally engaged while the vehicle is in forward
motion, which can lead to significant mechanical damage and safety
concerns.
To circumvent the problem of inadvertent engagement of the reverse
gear, various transmissions come equipped with a lockout mechanism. This
mechanism mandates the driver to either lift or press down on the lever, all
while shifting the lever into the reverse position. The designs and specifics
of such mechanisms can considerably vary, depending on the
manufacturer, the type of transmission, and other engineering factors. A
prevalent approach in some designs is the incorporation of a one-way clutch
bearing. However, in these systems, the first gear can only rotate in one
direction, and upon reaching a certain RPM, the gear shifts to the 2nd gear.
Here, the 1st gear overrides on the shaft at a different RPM, facilitated
entirely by the one-way bearing.
While the one-way clutch bearing design provides a streamlined shift
between the first and second gears, it introduces a significant limitation.
Specifically, the first gear, due to the one-way bearing, is incapable of
transmitting torque in the reverse direction.
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As a result, there is a need for a compact, dedicated reverse
mechanism equipped with a locking arrangement for the reverse direction.
The design would ideally be one where the reverse gear mechanism can
seamlessly integrate with the existing system, ensuring safe and efficient
torque transmission when moving the vehicle backward. Such a mechanism
should overcome all the challenges and not suffer from the above
mentioned deficiencies.
OBJECT OF THE INVENTION
A primary objective of the present invention is to provide an efficient
reverse mechanism that ensures precise and safe engagement, facilitating
the vehicle's movement in the opposite direction when intended.
Another object of the present invention is to minimize the potential
for accidental engagement of the reverse gear during vehicular operations,
thus promoting safer driving conditions and preventing potential mishaps.
Yet another object of the present invention is to offer a transmission
mechanism that can be fine-tuned or modified to cater to varying operational
needs and vehicle specifications, ensuring broad applicability across
different vehicle models and types.
Yet another object of the present invention is to design a mechanism
that can handle and transfer significant torque values effectively, optimizing
power distribution during reverse gear engagement.
Yet another object of the present invention is to provide a reverse
mechanism constructed using high-strength and durable materials,
ensuring longevity, reliability, and reduced wear and tear over prolonged
usage.
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SUMMARY OF THE INVENTION
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The present invention is described hereinafter by various
embodiments. This invention may, however, be embodied in many different
forms and should not be construed as limited to the embodiment set forth
herein.
According to one aspect of the invention, there is provided a reverse
mechanism for a transmission assembly of a vehicle, which comprises a
clutch pad configured to engage with a corresponding component within the
transmission assembly. The reverse mechanism further comprises a ring
stopper positioned within the clutch pad, the ring stopper having a plurality
of notches on its outer periphery. The reverse mechanism also includes a
plurality of latches pivotally mounted within the reverse mechanism, each
latch configured to engage with the notches on the ring stopper.
Additionally, the reverse mechanism comprises a plurality of springs
operatively connected to the plurality of latches, the plurality of springs
configured to apply a restorative force to the plurality of latches. A plurality
of pins is provided as pivot points for the plurality of latches. The reverse
mechanism also includes a plurality of snap rings configured to secure the
plurality of latches, the plurality of pins, and the plurality of springs in their
respective positions.
In addition, the plurality of latches are configured to engage with the
notches on the ring stopper in response to the rotational direction of an input
shaft. The engagement of the plurality of latches with the ring stopper
enables the transmission of torque in a reverse direction, facilitating reverse
motion of the vehicle. The plurality of springs are further configured to return
the plurality of latches to a disengaged position upon cessation of
engagement. This allows the reverse mechanism to transition between a
locked state and an unlocked state. The reverse mechanism is configured
to selectively enable the transmission of torque in the reverse direction
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when the vehicle is intended to move backward based on the rotational
direction of the input shaft.
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In accordance with an embodiment of the present invention, the
clutch pad is made from hardened steel or an alloy thereof, providing
enhanced durability and resistance to wear under high torque conditions.
In accordance with an embodiment of the present invention, the
clutch pad has an outer diameter in the range of 95 mm to 105 mm and a
thickness in the range of 8 mm to 12 mm, ensuring optimal engagement
with the ring stopper.
In accordance with an embodiment of the present invention, the
plurality of latches pivot outward in response to centrifugal force when the
input shaft rotates in a counter-clockwise direction, which allows the reverse
mechanism to remain in an unlocked state.
In accordance with an embodiment of the present invention, the
plurality of latches automatically descend and engage with the notches on
the ring stopper when the input shaft rotates in a clockwise direction,
transitioning the reverse mechanism to a locked state.
In accordance with an embodiment of the present invention, the
plurality of springs provide variable restorative forces based on the stiffness
of each spring, which allows fine-tuning of the engagement and
disengagement forces of the plurality of latches.
In accordance with an embodiment of the present invention, the
reverse mechanism is designed with an integrated locking mechanism that
prevents the accidental engagement of the reverse gear when the vehicle
is in forward motion, enhancing operational safety.
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In accordance with an embodiment of the present invention, the
reverse mechanism is equipped with a temperature regulation feature, but
not limited to, heat-dissipating fins or channels, which maintain optimal
operating temperatures during prolonged use.
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In accordance with an embodiment of the present invention, the
reverse mechanism is designed to be self-lubricating, with internal
components configured to distribute lubrication throughout the mechanism
during operation, which reduces wear and extends operational life.
In accordance with an embodiment of the present invention, the
reverse mechanism includes a fail-safe feature that prevents engagement
of the reverse gear unless the vehicle is at or below a predetermined speed,
enhancing safety during operation.
BRIEF DESCRIPTION OF THE DRAWINGS
So that the manner in which the above recited features of the present
invention can be understood in detail, a more particular description of the
invention, briefly summarized above, may have been referred by
embodiments, some of which are illustrated in the appended drawings. It is
to be noted, however, that the appended drawings illustrate only typical
embodiments of this invention and are therefore not to be considered
limiting of its scope, for the invention may admit to other equally effective
embodiments. These and other features, benefits, and advantages of the
present invention will become apparent by reference to the following text
figure, with like reference numbers referring to like structures across the
views, wherein:
Figure 1 illustrates an exploded view of the transmission assembly,
in accordance with an embodiment of the present invention;
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Figure 2A illustrates an assembled view of a transmission assembly
without the housing and the cover, in accordance with an embodiment of
the present invention;
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Figure 2B illustrates a sectional side view of the assembled view of
the transmission assembly of Fig. 2A, in accordance with an embodiment
of the present invention;
Figure 3 illustrates an exploded view of the reverse mechanism of
the transmission assembly, in accordance with an embodiment of the
present invention; and
Figure 4A-4B illustrate a side view of the reverse mechanism in
unlocked and locked condition for showing the operation of the reverse
mechanism, in accordance with an embodiment of the present invention.
DETAILED DESCRIPTION OF THE DRAWINGS
The present invention is described hereinafter by various
embodiments with reference to the accompanying drawing, wherein
reference numerals used in the accompanying drawing correspond to the
like elements throughout the description.
While the present invention is described herein by way of example
using embodiments and illustrative drawings, those skilled in the art will
recognize that the invention is not limited to the embodiments of drawings
or drawings described and are not intended to represent the scale of the
various components.
This invention is not limited to the embodiments of drawings or
drawings described and are not intended to represent the scale of the
various components. Further, some components that may form a part of the
invention may not be illustrated in certain figures for ease of illustration, and
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such omissions do not limit the embodiments outlined in any way. It is
important to note that the illustrations and accompanying detailed
description are not meant to restrict the invention to the specific form
disclosed. On the contrary, the intention is to encompass all variations,
equivalents, and alternatives within the scope of the present invention as
defined by the appended claims. As used throughout this description, the
word "may" is used in a permissive sense (i.e., meaning having the potential
to), rather than the mandatory sense, (i.e., meaning must). Further, the
words "a" or "an" mean "at least one” and the word “plurality” means “one
or more” unless otherwise mentioned. Furthermore, the terminology and
phraseology used herein is solely used for descriptive purposes and should
not be construed as limiting in scope. Language such as "including,"
"comprising," "having," "containing," or "involving," and variations thereof, is
intended to be broad and encompass the subject matter listed thereafter,
equivalents, and additional subject matter not recited, and is not intended
to exclude other additives, components, integers or steps. Likewise, the
term "comprising" is considered synonymous with the terms "including" or
"containing" for applicable legal purposes. Any discussion of documents,
acts, materials, devices, articles and the like is included in the specification
solely for the purpose of providing a context for the present invention. It is
not suggested or represented that any or all of these matters form part of
the prior art base or are common general knowledge in the field relevant to
the present invention.
This invention may, however, be embodied in many different forms
and should not be construed as limited to the embodiment set forth herein.
Rather, the embodiment is provided so that this disclosure will be thorough
and complete and will fully convey the scope of the invention to those skilled
in the art. In the following detailed description, numeric values and ranges
are provided for various aspects of the implementations described. These
values and ranges are to be treated as examples only and are not intended
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to limit the scope of the claims. In addition, a number of materials are
identified as suitable for various facets of the implementations. These
materials are to be treated as exemplary and are not intended to limit the
scope of the invention.
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Figure 1 illustrates an exploded view of the transmission assembly
(100), in accordance with an embodiment of the present invention. As
shown in figure 1, the assembly (100) comprises a transmission housing
(2), which is a robust casing typically crafted from high-strength alloys,
which provides a protective shell for the intricate components housed within.
Adjacently located is the Breather (1), a vital component that ensures the
release of any built-up internal pressures generated during operations.
Ensuring the retention of essential lubricants within the transmission
housing (2) is the oil seal (3), typically made of rubber or synthetic materials,
preventing any potential leaks. Within the housing, an Input Shaft (5)
operates as the primary conduit for power entering the transmission
assembly. The input shaft (5) is supported and aligned using Bearings (4)
which are usually made from high-grade steel and which play a pivotal role
in reducing internal friction.
One of the defining features of this transmission assembly is a one
way clutch bearing (6), which facilitates the unidirectional rotation crucial for
the transition between the primary gear-1 (7) and primary gear-2 (10). For
instances when the vehicle needs to move in the opposite direction, the
Reverse Mechanism (8), also known as the reverse tooth clutch assembly,
takes charge. Ensuring the precise spacing and alignments within this
complex assembly are one or more shims (9). The shim may be understood
as a thin spacers that maintain the desired clearances. The entirety of the
internal setup is sealed off by the transmission housing cover (11),
constructed from a material similar to the housing for uniformity and
durability.
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Holding this cover and other components securely in place are bolts
(12), typically fashioned from hardened steel or similar robust materials. The
secondary set of gears, the secondary gear-1 (16) and secondary gear-2
(14), work collaboratively with the primary gears to modulate the power
relayed to the output gear (15). The output shaft of the output gear (15) is
supported and aligned between the secondary gear-1 (16) and the
secondary gear-2 (14) using bearings (17, 13) which are usually made from
high-grade steel and which play a pivotal role in reducing internal friction.
Finally, orchestrating the synchronized distribution of torque to the wheels
is the differential assembly (18), a sophisticated component crucial for
facilitating varying wheel speeds during maneuvers like turns.
Figure 2A illustrates an assembled view of the transmission
assembly (100) without the housing (2) and the housing cover (11),
providing a clear depiction of the internal arrangement of the components.
In this view, the input shaft (5) is prominently positioned, supported by
bearings (4), and the interaction between the primary gears (7, 10) and
secondary gears (16, 14) is clearly visible. The one-way clutch bearing (6)
can also be observed in its functional position, ensuring the unidirectional
rotation necessary for proper gear transitions. The positioning of the reverse
mechanism (8), integrated within the assembly, is also highlighted,
demonstrating its readiness to engage when reverse motion is required. The
differential assembly (18) is visible, showcasing its role in torque distribution
to the wheels, crucial for vehicle maneuvering.
Figure 2B offers a sectional side view of the assembled transmission
assembly (100) as illustrated in Figure 2A, providing a more detailed
perspective of the internal alignment and interactions of the components.
This sectional view emphasizes the spatial relationship between the primary
and secondary gears (7, 10, 16, 14) and their alignment along the input and
output shafts. It also highlights the critical role of the bearings (4, 17, 13) in
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maintaining the shafts' stability and reducing friction during operation. The
sectional view further clarifies the placement and operation of the reverse
mechanism (8) within the transmission assembly, showing how it integrates
seamlessly with other components to enable reverse motion when
engaged. The figure also provides a closer look at the differential assembly
(18) and its connection with the output gear (15), reinforcing its function in
facilitating smooth torque distribution during vehicle turns.
Figure 3 illustrates an exploded view of the reverse mechanism (8)
of the transmission assembly (100), in accordance with an embodiment of
the present invention. The reverse mechanism (also termed as the Reverse
Tooth Clutch Assembly) (8), is the primary component of the transmission
assembly (8), which facilitates the vehicle's backward motion.
As shown in figure 3, the reverse mechanism comprises a clutch pad
(8.1), meticulously manufactured from metal or alloys such as hardened
steel, ensuring durability and resistance to wear. The clutch pad (8.1)
features a central groove designed to receive a ring stopper (8.2). The
clutch pad has an outer diameter typically in the range of 95 mm to 105 mm,
with a thickness ranging from 8 mm to 12 mm. This dimensional range
ensures that the clutch pad can provide optimal frictional engagement with
its counterpart components while being robust enough to handle significant
torque.
The ring stopper (8.2), also made from hardened steel, is designed
to rotate within the clutch pad groove. It typically has an outer diameter in
the range of 55 mm to 65 mm and is equipped with a plurality of notches on
its periphery. These notches, which generally measure between 1 mm to 2
mm in depth, are precisely positioned to engage with other components of
the reverse mechanism, ensuring accurate and reliable operation during
reverse motion.
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The reverse mechanism further includes a plurality of latches (8.3),
which are critical for engaging and disengaging the clutch pad with the ring
stopper. Each latch is crafted from hardened steel and is dimensioned to
provide optimal leverage and engagement. The latches typically have a
length of approximately 25 mm to 30 mm and are designed to pivot at a
radius of about 45 mm to 50 mm, facilitating smooth and efficient movement.
These latches are supported by pins (8.4), also made from hardened steel,
which provide an axis or pivot point. The pins typically have a diameter in
the range of 4.5 mm to 5.5 mm, ensuring they are sturdy enough to
withstand repeated use without significant wear.
To ensure that the plurality of latches return to their original position
after engagement or disengagement, the reverse mechanism includes
respective latch springs (8.5) for each latch. These springs, made of spring
steel, are configured to impart the necessary restorative force. The springs
generally have a free length ranging from 10 mm to 15 mm and a coil
diameter of approximately 1.5 mm to 2.5 mm, providing the appropriate
balance between flexibility and force.
Finally, to maintain the alignment and secure positioning of the latch
pins, springs, and latches, a plurality of snap rings (E-type) (8.6) are
disposed within the reverse mechanism. These snap rings are also made
from spring steel and are designed to hold the components securely in
place. They typically have an outer diameter of about 8 mm to 10 mm,
ensuring they fit snugly and maintain the integrity of the assembly during
operation.
In this manner, Figure 3 elucidates the intricacies of the Reverse
Mechanism, showing each component and providing a comprehensive
overview of how the components of the reverse mechanism are assembled
and designed to operate effectively, with dimensions and materials chosen
to balance performance, durability, and manufacturing feasibility.
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In an embodiment of the present invention, the reverse mechanism
(8) may include an integrated locking mechanism specifically designed to
prevent accidental engagement of the reverse gear when the vehicle is in
forward motion. This locking mechanism operates by interacting with the
vehicle's forward gear engagement system, ensuring that the reverse
mechanism (8) remains in an unlocked state when the vehicle is moving
forward. The locking mechanism is activated automatically based on the
position of the input shaft (5) and the forward gear state, thereby preventing
unintended engagement of the reverse gear. This feature enhances the
overall safety of the transmission assembly (100) by reducing the risk of
mechanical damage or accidents caused by inadvertent reverse gear
engagement during forward motion.
In another embodiment of the present invention, the reverse
mechanism (8) may be equipped with a temperature regulation feature to
maintain optimal operating temperatures during prolonged use. This feature
includes heat-dissipating fins or channels integrated into the clutch pad (8.1)
and/or the housing of the reverse mechanism (8). These fins or channels
are strategically positioned to maximize airflow and dissipate heat
generated during high-torque operations, particularly during extended
periods of reverse motion. The temperature regulation feature helps to
prevent overheating, thereby maintaining the integrity of the reverse
mechanism (8) and extending its operational life. This embodiment ensures
that the reverse mechanism (8) remains reliable and efficient even under
demanding conditions.
In yet another embodiment of the present invention, the reverse
mechanism (8) may be designed to be self-lubricating, ensuring consistent
and efficient operation with minimal maintenance. The self-lubricating
feature is achieved through the use of internal channels and reservoirs
within the reverse mechanism (8) that distribute lubrication to critical moving
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parts, such as the latches (8.3), pins (8.4), and the ring stopper (8.2). These
channels are designed to circulate lubricant automatically as the
mechanism operates, reducing friction and wear on the components. This
self-lubricating design not only enhances the durability of the reverse
mechanism (8) but also reduces the need for frequent maintenance, making
it particularly suitable for vehicles operating under harsh conditions or in
environments where regular maintenance is challenging.
In yet another embodiment of the present invention, the reverse
mechanism (8) may include a fail-safe feature that prevents the
engagement of the reverse gear unless the vehicle is at or below a
predetermined speed. This fail-safe feature is integrated into the control
system of the reverse mechanism (8) and interacts with the vehicle's speed
sensors. When the vehicle exceeds a certain speed threshold, the fail-safe
mechanism automatically disables the engagement of the reverse
mechanism (8), thereby preventing the activation of the reverse gear. This
safety feature is particularly useful in preventing accidental reverse gear
engagement while the vehicle is moving at higher speeds, which could
otherwise lead to mechanical damage or loss of control. The fail-safe
mechanism enhances the overall safety of the vehicle's transmission
system by ensuring that reverse gear engagement is only possible under
safe conditions.
Method of Operation:
Figure 4A-4B illustrate a side view of the reverse mechanism in
unlocked and locked condition for showing the operation of the reverse
mechanism, in accordance with an embodiment of the present invention.
The working mechanism of the Reverse Tooth Clutch Assembly (8) as
illustrated in Figure 4A-4B is fundamentally influenced by the rotational
direction of the input shaft. This mechanism is specifically designed to
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efficiently handle torque variations and ensure effective reverse gear
engagement.
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As shown in figure 4A, when the input shaft rotates in a counter
clockwise direction, the dynamics of this movement result in the Latch (8.3)
making contact with the Clutch Pad (8.1). This interaction is primarily driven
by the centrifugal force acting on the Latch, causing it to swing outward and
engage the Clutch Pad. In this scenario, the mechanism remains in an
unlocked condition, allowing for the free rotation of associated components
without transferring torque in the reverse direction.
Conversely, as shown in figure 4B, when the input shaft starts its
rotation in a clockwise direction, a shift in the mechanism's behavior is
observed. The Latch (8.3) descends due to its design and inherent weight,
securing itself firmly within a notch present on the Ring Stopper (8.2). This
engagement means that the Latch is now primed to receive the torque
emanating from the motor. Consequently, this torque is relayed through the
mechanism, transferring it efficiently in the reverse gear direction towards
the wheel. This state represents the locked condition of the Reverse
Mechanism, ensuring the vehicle's movement in the reverse direction.
Working example:
Now, the following description provides an exemplary embodiment of
the reverse mechanism as described in the present invention. It should be
understood that the specific dimensions, materials, and operational
parameters described herein are provided solely for illustrative purposes
and are not intended to limit the scope of the invention. This embodiment is
presented to comply with the requirements for enabling disclosure and to
demonstrate a practical implementation of the invention, ensuring that the
invention can be readily understood and applied by those skilled in the
relevant field.
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In an exemplary embodiment of the present invention, the reverse
mechanism (8) is meticulously designed to handle a torque of up to 350 N/m
and operate effectively at RPMs reaching up to 12,000 RPM. This
mechanism is crafted with precise components, each dimensioned to
ensure optimal functionality and durability.
The clutch pad (8.1) is constructed from hardened steel, with an outer
diameter of exactly 101 mm and a thickness of 10 mm, providing a robust
structure capable of withstanding high torque forces. The inner diameter is
39 mm, ensuring a precise fit within the transmission assembly. The clutch
pad includes a central groove designed to accommodate the ring stopper
(8.2), with a diameter of 62 mm and a groove depth of 1 mm, allowing
smooth rotational movement without excessive play.
The ring stopper (8.2), also made of hardened steel, features a
detailed profile with an outer diameter of 60 mm and a thickness of 4 mm.
The ring stopper is intricately designed with a series of notches on its outer
periphery, each angled at 54° and 28° relative to the central axis, which are
crucial for engaging with the latches (8.3). The precision of these angles
ensures secure engagement and disengagement, facilitating controlled
reverse motion.
The latches (8.3), which play a pivotal role in the mechanism's
operation, are also constructed from hardened steel and measure 10 mm in
thickness. Each latch is designed with a pivot point radius of 48 mm,
allowing it to swing outward or inward by angles of 30° to 54°, depending on
the engagement state. These precise angular measurements are critical for
the latch's functionality, ensuring that it engages with the ring stopper at the
correct moment.
Supporting these latches are pins (8.4), with a diameter of 5 mm and
a length of 13.5 mm. These pins serve as the pivot axis for the latches,
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allowing them to move smoothly without deviation. The pins are securely
held in place by snap rings (8.6), which have an outer diameter of 7 mm,
ensuring the components remain securely aligned during operation.
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To return the latches to their original position after disengagement,
latch springs (8.5) are employed. These springs, made from spring steel,
have a coil diameter of 0.5 mm and a free length of 11.7 mm, providing the
necessary restorative force. The spring's tension is carefully calibrated to
provide enough force to return the latch without impeding its engagement
when needed.
The reverse mechanism, as described in this exemplary
embodiment, is not only designed for high performance but also allows for
modifications. For instance, adjusting the spring stiffness in the latch springs
(8.5) or altering the tooth profile of the ring stopper (8.2) can further fine
tune the mechanism to meet specific operational requirements or vehicle
specifications. This adaptability ensures that the reverse mechanism can be
tailored to a wide range of applications, providing both reliability and
versatility in various vehicular transmission systems.
The present invention offers a number of advantages in the present
invention, such as:
1. Safety and Precision: The reverse mechanism ensures that the vehicle
moves in the reverse direction only when intended, by shifting between
locked and unlocked states based on the rotation of the input shaft.
2. Centrifugal Engagement: When rotating counter-clockwise, the latch's
engagement with the clutch pad due to centrifugal force makes the
mechanism self-actuating, reducing the need for additional manual input.
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3. Efficient Torque Transfer: In the locked condition, the mechanism is
optimized to effectively receive and transfer the entire torque from the motor
to the wheel in the reverse direction.
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4. High Operational Parameters: The mechanism is designed to handle
significant torque (up to 300N/m) and high rotational speeds (up to
approximately 12000 RPM), making it suitable for various vehicular
applications.
5. Adaptability: The design allows for fine-tuning of operational parameters
by making modifications, such as adjusting spring stiffness or altering latch
designs. This means the system can be customized to cater to different
vehicular needs and specifications.
6. Durable Material Construction: Components like the clutch pad, latch, and
ring stopper made of hardened steel ensure longevity and robustness of the
mechanism.
7. Optimized Space Utilization: The incorporation of shims and the overall
design implies that the mechanism efficiently uses the available space,
ensuring compactness without compromising on functionality.
8. Prevention of Accidental Engagement: The design ensures that
accidental engagement of the reverse gear is minimized, ensuring safety
during vehicular operations.
9. Synchronized Distribution: The reverse mechanism, in tandem with the
differential assembly, ensures synchronized torque distribution to the
wheels, crucial for smooth maneuvers.
10. Potential for Further Improvements: The tentative specifications indicate
the possibility of further refinement, allowing the mechanism to evolve with
changing vehicular technologies and requirements.
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These advantages position the reverse mechanism of the present
invention as a state-of-the-art solution, offering both functionality and
flexibility in vehicular transmissions.
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The different implementations provided above are not limiting and
are only illustrative examples of the different scope of the present subject
matter. Other implementations apparent to a person skilled in the art are
also included within the scope of the present subject matter.
Various modifications to these embodiments are apparent to those
skilled in the art from the description and the accompanying drawings. The
principles associated with the various embodiments described herein may
be applied to other embodiments. Therefore, the description is not intended
to be limited to the embodiments shown along with the accompanying
drawings but is to be providing broadest scope of consistent with the
principles and the novel and inventive features disclosed or suggested
herein. Accordingly, the invention is anticipated to hold on to all other such
alternatives, modifications, and variations that fall within the scope of the
present invention and the appended claims. ,CLAIMS:We Claim:
1. A reverse mechanism (8) for a transmission assembly (100) of a
vehicle, the reverse mechanism comprising:
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a clutch pad (8.1) configured to engage with a corresponding
component within the transmission assembly (100);
a ring stopper (8.2) positioned within the clutch pad (8.1), the ring
stopper (8.2) having a plurality of notches on its outer periphery;
a plurality of latches (8.3) pivotally mounted within the reverse
mechanism (8), each latch (8.3) configured to engage with the notches
on the ring stopper (8.2);
a plurality of springs (8.5) operatively connected to the plurality of
latches (8.3), the plurality of springs (8.5) configured to apply a
restorative force to the plurality of latches (8.3);
a plurality of pins (8.4) providing pivot points for the plurality of
latches (8.3);
a plurality of snap rings (8.6) configured to secure the plurality of
latches (8.3), the plurality of pins (8.4), and the plurality of springs (8.5)
in their respective positions;
wherein the plurality of latches (8.3) are configured to engage with
the notches on the ring stopper (8.2) in response to the rotational
direction of an input shaft (5);
wherein the engagement of the plurality of latches (8.3) with the ring
stopper (8.2) enables the transmission of torque in a reverse direction,
facilitating reverse motion of the vehicle;
wherein the plurality of springs (8.5) are configured to return the
plurality of latches (8.3) to a disengaged position upon cessation of
engagement, allowing the reverse mechanism (8) to transition between
a locked state and an unlocked state;
wherein the reverse mechanism (8) is configured to selectively
enable the transmission of torque in the reverse direction when the
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vehicle is intended to move backward based on the rotational direction
of the input shaft (5).
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2. The reverse mechanism (8) as claimed in claim 1, wherein the clutch
pad (8.1) is made from hardened steel or an alloy thereof, providing
enhanced durability and resistance to wear under high torque
conditions.
3. The reverse mechanism (8) as claimed in claim 2, wherein the clutch
pad (8.1) has an outer diameter in the range of 95 mm to 105 mm and
a thickness in the range of 8 mm to 12 mm, ensuring optimal
engagement with the ring stopper (8.2).
4. The reverse mechanism (8) as claimed in claim 1, wherein the plurality
of latches (8.3) are configured to pivot outward in response to
centrifugal force when the input shaft (5) rotates in a counter-clockwise
direction, thereby allowing the reverse mechanism (8) to remain in an
unlocked state.
5. The reverse mechanism (8) as claimed in claim 4, wherein the plurality
of latches (8.3) are configured to automatically descend and engage
with the notches on the ring stopper (8.2) when the input shaft (5)
rotates in a clockwise direction, transitioning the reverse mechanism (8)
to a locked state.
6. The reverse mechanism (8) as claimed in claim 1, wherein the plurality
of springs (8.5) are configured to provide variable restorative forces
based on the stiffness of each spring, thereby allowing fine-tuning of the
engagement and disengagement forces of the plurality of latches (8.3).
7. The reverse mechanism (8) as claimed in claim 1, wherein the reverse
mechanism (8) is designed with an integrated locking mechanism that
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prevents the accidental engagement of the reverse gear when the
vehicle is in forward motion, enhancing operational safety.
8. The reverse mechanism (8) as claimed in claim 1, wherein the reverse
mechanism (8) is equipped with a temperature regulation feature, such
as heat-dissipating fins or channels, to maintain optimal operating 5
temperatures during prolonged use.
9. The reverse mechanism (8) as claimed in claim 1, wherein the reverse
mechanism (8) is designed to be self-lubricating, with internal
components configured to distribute lubrication throughout the
mechanism during operation, thereby reducing wear and extending 10
operational life.
10. The reverse mechanism (8) as claimed in claim 1, wherein the reverse
mechanism (8) includes a fail-safe feature that prevents engagement of
the reverse gear unless the vehicle is at or below a predetermined
speed, thereby enhancing safety during operation.