DESC:FIELD OF INVENTION

The present invention relates to a transmission shifting mechanism. In particular, the present invention relates to a Differential Transmission Lever Assembly. More particularly, the present invention relates a Differential Transmission Lever Assembly, which can substantially reduce transverse travel of the gear shifting lever.

BACKGROUND OF THE INVENTION:

AIS 023 Group B vehicles means vehicles of categories M2 and N1. The various categories of vehicles are briefly described below:

M1 category: Motor vehicles used for the carriage of passengers, comprising not more than eight seats in addition to the driver's seat.

M2 category: Motor vehicle used for the carriage of passengers, comprising nine or more seats in addition to the driver's seat and having a maximum Gross Vehicle Weight not exceeding 5 tons.

N1 category: Motor vehicles used for carriage of goods and having a Gross Vehicle Weight not exceeding 3.5 tons.

Prior to year 2009, the front 3-seater driver space were quite common in automobiles, e.g. pickup vans. After amendment of the CMVR Rule AIS023 from Oct 2009, the clause 4.4 concerning the “Requirements applicable to the Driver seat / Front Passenger seat for vehicles of Group B” of the Automotive Standard AIS023, the “Dimensional Requirements of Driver Seat” are now specified under the sub-clause 4.4.1.1, which specifies minimum width of the cushion as 400 mm. Further, the sub-clause 4.4.2.2.1 specifies minimum width of the seat cushion for front passenger (individual or bench) seat as 381 mm. Moreover, the minimum gap between the driver’s seat and the passenger’s (bench) seat should be (2G-2F) or 69 mm for 2-seater bench seat (width 762 mm).

The conventional gear shifting lever mechanism includes a transverse travel of 96 mm for pickup vans and the hand brake also requires another 30mm width. Therefore, the total width for a 2-seater bench seat without any intrusion disposed beside the driver’s seat with the specified minimum gap of 69 mm is about 52 mm more than the available internal width 1335 mm therein.

Therefore, after imposition of the amended CMVR Rule AIS023 w.e.f. Oct 2009, in which the seat width of 762 mm is made essential for the 2-seater co-driver/cleaner’s (bench) seat without intrusion of transmission lever knob, such front 3-seater vehicles had to be converted to 2 seaters. Due to this change, it was no longer possible to accommodate a central passenger between the driver’s seat and co-driver/cleaner’s seats in the pickup models manufactured after October 2009.

This led to the introduction of a single seat for co-driver/cleaner’s seat in place of the erstwhile bench seat for 2 persons and a plurality of solutions was provided to solve this shortage of space, which included:

(i) Gear shift lever disposed on the steering column shaft, which was called a Cane shifting, such as in earlier Fiat car models,

(ii) Cable operated gear shifting replacing the direct lever,

(iii) Electrical gear shifting switch mechanism as in large trucks,

(iv) Automatic gear shifting as in premium SUV models,

(v) Lever on the instrument panel as in KUV 100 model, or

(vi) Making the lever at different travels in the forward and transverse directions.

In a typical multiple speed vehicle transmission, a lever assembly with ball type pivot is used for providing a desired gear ratio out of the multiple gear ratios available for use between the rotatable input and output shafts.

Multiple shift rails are provided within such lever assembly for selecting this gear ratio. If, for example, the transmission has five forward gear ratios and one reverse gear ratio, the lever mechanism usually includes three such shift rails for selecting six different ratios (i.e. five forward, one reverse) at both ends of travel. The shift rails are typically oriented in parallel, disposed adjacent to one another. Each shift rail is supported at ends in opposite directions for longitudinal movement from a central neutral position.

The shift lever assembly further includes a drive end at the bottom for selecting and shifting the shift rails. The upper end of the shift lever reaches upwardly to a position where it can be easily grasped and manipulated by the vehicle driver. The lower end of the gear shift lever goes into the slots formed on the shift rails. By moving the upper end of the shift lever about a transverse axis movement (the selector axis), the driver can move the lower end thereof into one of the desired slots housed on top of the three shift rails.

PRIOR ART

US20120160049A1 discloses a transmission shifter for a vehicle includes a base, a transmission shift lever, a cable bracket adapted for connection to a transmission control member, and a yoke. The yoke and the cable bracket are assembled and define a first pivot axis on the base. The shift lever is pivoted to the yoke for movement about a second pivot axis generally perpendicular to the first pivot axis. The shift lever and the cable bracket include vertically-elongated mating engagement features that, when the shift lever is in a fully engaged position, lock the shift lever and the cable bracket together preventing relative movement there between. The shift lever is movable from the fully engage position to a partially disengaged position where the mating engagement features are sufficiently disengaged to permit at least limited movement of the shift lever without concurrent movement of the cable bracket.

US20140296019A1 discloses a miniaturized differential mechanism restricting device that is mechanically connected to two operation elements, which uses differential gear as a restricting member. A plurality of holes is formed in an output-side cam, and pin holes are formed in a differential case in a penetrating manner such that the pin holes overlap with the plurality of holes. A plurality of first pins, which pass through the pin holes in a penetrating manner and are fitted in the holes, extend from a first slide member, and a plurality of second pins, which pass through the pin holes in a penetrating manner and are fitted in the holes, extend from a second slide member. The first slide member is moved in the axial direction by a first shift fork, and the second slide member is moved in the axial direction by a second shift fork.

US Patent US4552031A discloses and claims a transmission shifting apparatus for controlling the speed and direction of movement of a vehicle. The transmission shifting apparatus utilizes an operating shift lever movable in a first direction through a plurality of successive positions in each of which it controls the forward movement of the vehicle at a predetermined speed, and a second opposed direction through a plurality of successive positions in each of which it controls the reverse travel of the vehicle at predetermined speeds. The shift lever is movable in a transverse direction between the first and second paths of movement to define a neutral or idle position in which no motion is imparted to the vehicle through the transmission. Movement of the transmission shift lever through the neutral position effects engagement of limit stops to retain the shift lever in the idle or neutral position. A bypass system is provided to disengage the shift lever from the limit stops by a predetermined movement of the shift lever against a biasing force which enables the shift lever to pass directly between the first and second directional controlling paths of movement bypassing the idle or neutral locking position.

US4648283 discloses a gear shift control mechanism for a manual transmission having multiple shift rails slide by side mounted on the transmission casing and carrying shift forks for moving synchronizer clutches into engagement with the gears of the various speed ratios of the transmission includes a shift lever supported pivotally for movement both parallel to the axis of the shift rods and perpendicular to the axis of the shift rods. Pivotal movement to the shift rods brings interlock flanges into engagement with the shift forks that are not selected for engagement by the vehicle operator and prevent these shift forks from moving. When certain selected shift forks are engaged, spring arms resiliently bias the shift assembly toward the three-four shift plane. Pivotal movement of the assembly in one angular direction is limited in one plane by bearing contact between the shift lever and the interlock flanges and in the other plane by contact between the interlock flanges and the outer surface of the shift forks. The position of the shift lever is maintained by a detent formed within the interlock mechanism. reveals gear shift control mechanism for a manual transmission using interlock mechanism.

DISADVANTAGES WITH THE PRIOR ART

From the above background, it is quite obvious that in the existing single seats for co-driver/cleaner’s and driver on either side of the driver’s cabin introduced after enforcement of the CMVR Rule AIS023 since October 2009, there is always a shortfall of 52 mm in the prescribed 762 mm seat dimension of the co-driver/cleaner’s seat. So, a central passenger cannot be provided between the driver’s seat and co-driver/cleaner’s seats in the pickup models currently being manufactured. Therefore, there is an existing need to restrict the travel of differential gear lever to 36 mm in the lateral direction by suitable improved configuration thereof. This is essential for reintroducing the 2-seater bench seat, as per growing demand of the customer of all pickup vans.

OBJECTS OF THE INVENTION

Some of the objects of the present invention - satisfied by at least one embodiment of the present invention - are as follows:

An object of the present invention to provide a differential gear-ratio transmission shifter assembly to reduce the lateral travel of the gear shift lever.

It is another object of the present invention to provide a differential gear-ratio transmission shifter assembly, which is simple in construction.

It is still another object of the present invention to provide a differential gear-ratio transmission shifter assembly, which is inexpensive to manufacture.

It is yet another object of the present invention to provide a differential gear-ratio transmission shifter assembly, which is easy to operate.

It is also one object of the present invention to provide a differential gear-ratio transmission shifter assembly, which allows reintroduction of two-seater bench seat for co-driver/cleaner and passenger.

It is a further object of the present invention to provide a differential gear-ratio transmission shifter assembly, in which the transmission lever knob would not intrude the reintroduced two-seater bench seat for co-driver, cleaner or passenger.

These and other objects and advantages of the present invention will become more apparent from the following description when read with the accompanying figures of drawing, which are, however, not intended to limit the scope of the present invention in any way.

SUMMARY OF THE INVENTION

In accordance with the present invention, there is provided a compact differential transmission lever assembly with a reduced transverse travel of the gear shifting lever, wherein the assembly comprises:

• a profiled gear shifting lever with a knob fitted on top thereof;
• a first pivot shaft assembly;
• a hollow bottom lever housing assembly;
• a poppet assembly fixed through the hollow bottom lever housing;
• a second pivot shaft assembly for fixing the lower end of the bottom lever base therein; and
• a multiple gear selection block assembly configured with a respective notch for each shift rail to be engaged by the lower end of the gear shifting lever for selecting one of the gear-ratio thereof;

wherein the relative orientation of the axis of the first pivot shaft assembly and the axis of the second pivot shaft assembly facilitates to raise the axis of the second pivot shaft assembly for increasing the travel ratio thereof with the axis of the second pivot shaft assembly, for achieving a reduced transverse travel of gear shifting lever to facilitate introduction of a twin-seat beside driver’s seat.

Typically, the gear shifting lever passing through the first pivot shaft, bottom lever housing and the second pivot shaft respectively selects one of the gear-ratios available in the differential gear transmission by engaging the lower end of the gear shifting lever by movement thereof into the notch of one of the selected shifting rails of the multiple gear selection block.

Typically, the first pivot shaft is configured as a hollow pivot shaft pivotable about an upper selection axis.

Typically, the second pivot shaft is configured as a hollow shaft pivotable about a lower shifting axis.

Typically, the first pivot shaft with an upper selection axis defines the top hinge for selecting the gear of the gear transmission by moving the gear shift lever.

Typically, the second pivot shaft with a bottom shifting axis defines the bottom hinge for engaging the selected gear of the gear transmission by moving gear shift lever.

Typically, the lower shifting axis of the second pivot shaft is configured transverse to the upper selection axis of the first pivot shaft.

Typically, the multiple gear selection block comprises three shift rails for selecting the gears of two gear-ratios respectively, preferably the first gear rail is configured to select the first and second gear, the second gear rail is configured to select the third and fourth gear and the third shift rail is configured to select the fifth and reverse gear respectively.

Typically, the poppet assembly comprises a pair of poppet pin housing, poppet pin, spring and closing nut and disposed on either side of the bottom lever housing fastened therethrough for retaining the gear shifting lever in third and fourth gears in normal running of the gear transmission.

Typically, the first and second gears are engaged by pushing the gear shifting lever knob to the left side with respect to the central or neutral position thereof and the fifth and reverse gears are engaged by pushing the gear shifting lever knob to the right side with respect to the central or neutral position thereof.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The present invention will be briefly described with reference to the accompanying drawings, which include:

Figure 1a shows the side view of the front seat arrangement in a group B vehicle indicating the minimum space requirement.

Figure 1b shows the top view of the front driver’s seat and the reintroduced bench seat of Fig. 1a.

Figure 2 shows an exploded view of the differential gear shifting lever assembly configured in accordance with the present invention for reducing the transverse travel of the lever, without affecting the operation of other components of the gear transmission.

Figure 3a schematically shows the conventional configuration of the spherical single pivot type of gear shifting lever disposed between the driver’s seat and co-driver’s seat in a group B vehicle, which indicates the side view of the lever-positions for shifting to different gears.

Figure 3b schematically shows the conventional spherical single pivot type gear shifting lever of Fig.3a in a front view, indicating the required gear shifting lever travel for the purpose of desired gear selection.

Figure 4a schematically shows the side view of the differential gear shifting lever mechanism configured in accordance with the present invention, including two-cylindrical cross-pivots.

Figure 4b schematically shows the front view of the differential gear shifting lever mechanism of Fig.4a, which require a substantially reduced gear shifting lever travel for shifting into different gears.

Figure 5 shows the view from top of the first embodiment of the differential gear shifting lever assembly configured in accordance with the present invention fitted on a stationary group B vehicle.

Figure 6a shows a schematic perspective view of the second embodiment of the differential gear shifting lever assembly configured in accordance with the present invention.

Figure 6b shows another schematic perspective view of the second embodiment of the differential gear shifting lever assembly in a position rotated at about 900 with respect to the position in Fig.6a.

Figure 6c shows a perspective front view of the second embodiment of the differential gear shifting lever assembly configured of Figs. 6a-6b.

Figure 6d shows a perspective side view of the second embodiment of the differential gear shifting lever assembly, i.e. rotated by about 900 with respect to the view in Fig.6c.

Figure 7 shows the view from side of the second embodiment of the differential gear shifting lever assembly of Figures 6a to 6d shown in a running vehicle.

DETAILED DESCRIPTION OF THE ACCOMPANYING DRAWINGS

In the following, different embodiments of the present invention will be described in more details with reference to the accompanying drawings without limiting the scope and ambit of the present invention in any way.

Figure 1a shows the side view of the front seat arrangement in a group B vehicle indicating the minimum space requirement for driver’s seat and the bench seat. Co-driver’s bench seat is disposed in front of the dashboard DB and console CN disposed on LHS and also has a cushion CS. The distance (Y) between front edge of DB to front edge of the cushion CS shall not be less than 190 mm measured at uncompressed cushion level. Transmission tunnel (floor hump) TT is also shown.

Figure 1b shows the top view of the driver’s seat and the reintroduced bench seat of Fig. 1a disposed in the front cabin of the van. Driver’s seat DS is disposed opposite the RHS of dashboard DB and the co-driver/cleaner/passenger’s bench seat BS is disposed opposite LHS of the dashboard DB and console CN. The gear selection lever 110 of the gear shifting lever assembly is disposed between these two seats DS and BS and above the transmission tunnel or floor hump TT. Here, the lever 110 is shown in its extreme left position, in which condition, the clear space X (662 mm as per clause 4.4.2.2.4.1 of the amended AIS023) is provided on the bench seat BS from the left-most end thereof.

Figure 2 shows an exploded view of the differential gear shifting lever assembly configured in accordance with the present invention for reducing the transverse travel of the gear shifting lever, however without affecting the operation of other components of the gear transmission. It includes a gear shifting lever rod 110, first pivot shaft 120 pivotable about the top or upper selection or selecting axis X1-X1, bolt 122, nut 124, plain washers 126, a bottom lever housing 130 fixed into a bottom lever base 140 by means of poppet pin housings 132, poppet pins 134, springs 136 and closing nuts 138 on either side thereof. The lower end 135 of the bottom lever housing 130 fixed in the bottom lever base 140 is pivotable about a shifting axis S1-S1 about a second hollow pivot shaft 142 fixed therein by means of locking pins 144. The multiple gear selection block 150 has a respective notch formed in the shift rails 154 (A for Ist and IInd gears), 156 (B for IIIrd and IVth gears) and shift rail 158 (C for Vth gear and reverse gears R) for shifting gear by moving the lower end of the gear shifting lever 110 in the notch of one of the shifting rails 154, 156, 158. Thus, to engage a selected gear ratio, the gear shifting lever 110 is brought in an angular position of the first pivot shaft pivoting it about the upper selection axis X1-X1. This way, the lower end of the gear shifting lever 110m is moved into the notch of one of the selected shift rails 154, 156 or 158. Neither the tiltable hollow bottom lever housing 130 nor any of the shift rails 154, 156, 158 needs to be moved out of the neutral positions thereof during this initial movement of the gear shifting lever 110 about the top selecting axis X1-X1. Subsequently, the gear shifting lever 110 and the tiltable hollow bottom lever housing 130 are pivoted about the shifting bottom axis S1-S1 of the second hollow pivot shaft 142 to cause the lower end of the gear shifting lever 110 to move one of the selected shift rails 154, 156 or 158 out of the neutral position thereof, i.e. moving the selected shift rail out of the neutral or central position thereof into one of the two gear engaging positions [shift rail 154 (1st and 2nd gear), 156 (3rd and 4th gear) and 158 (5th and reverse gear)] by moving the top end of the gear shifting lever 110 about a bottom second axis of movement (the shifting axis S1-S1). It should be noted that the shifting axis S1-S1 is generally configured transverse to the upper selection axis X1-X1. The complete assembly is configured as a replacement of the transmission bottom lever assembly in order to reduce the transverse travel of the lever, without affecting other parts of the transmission.

Figure 3a schematically shows the conventional configuration of the spherical single pivot type of gear shifting lever disposed between the driver’s seat and co-driver’s seat in a group B vehicle, indicating the side view of the lever-positions for shifting to different gears Ist to Vth and reverse gear R as well as the neutral position of the gear shifting lever.

Figure 3b schematically shows the front view of the conventional spherical single pivot type gear shifting lever of Fig.3a, indicating the required maximum transverse travel M of the gear shifting lever during desired gear selection. In group B vehicles such as pickup vans, the value of this maximum transverse travel M is about 96 mm in the conventional configuration of the gear shifting mechanisms.

Figure 4a schematically shows a side view of the differential gear shifting lever mechanism configured in accordance with the present invention, including two-cylindrical cross-pivots or first pivot shaft 120 pivotable about the upper selection or selecting axis X1-X1 and second hollow pivot 142 pivotable about the shifting axis S1-S1 (see Fig. 4b).
Figure 4b schematically shows a front view of the differential gear shifting lever mechanism of Fig.4a, which requires substantially reduced gear shifting lever transverse travel m for shifting into different gears. As seen from this figure, the travel ratio is increased from 1/R to (1+X)/(R-X) by shifting the pivot shaft 120 for cross travel upwards, leading to reduce transverse travel m at the top (on actuation side of the lever) for same travel at the bottom end (action side). Thus, it directly reduces the space requirement for knob travel and its interference to the co-driver seated on the reintroduced bench seat.

Figure 5 shows the view from top of the first embodiment of the differential gear shifting lever assembly configured in accordance with the present invention fitted on a stationary group B vehicle. Here, the gear shifting lever rod 110 can be used for gear selection by means of the differential ratio transmission assembly with much lesser transverse travel, i.e. about 36 mm only, thereby making more transverse space available for facilitating the reintroduction of a 2-seater bench seat for co-driver and a passenger as was possible prior to AIS023 amendments enforced w.e.f. October 2009.

Figure 6a shows a schematic perspective view of the second embodiment of the differential gear shifting lever assembly configured in accordance with the present invention. It includes a gear shifting lever rod 210, first pivot shaft 220, bottom lever housing 230, poppet pin housing 232, bottom lever base 240 and second hollow pivot shaft 242.

Figure 6b shows another schematic perspective view of the second embodiment of the differential gear shifting lever assembly rotated by about 900 with respect to the view in Fig.6a.

Figure 6c shows a schematic perspective front view of the second embodiment of the differential gear shifting lever assembly configured in accordance with the present invention.

Figure 6d shows a schematic perspective side view of second embodiment of the differential gear shifting lever assembly in a position rotated by about 900 with respect to the view in Fig.6c.
Figure 7 shows the view from side of the second embodiment of the differential gear shifting lever assembly of Figures 6a to 6d shown in a running vehicle.

In the following tables I and II, the lever gap calculations are tabulated in detail:

a) Lever gap calculations for a conventional gear shifting lever assembly in the gear transmission of a group B vehicle (before enforcement of CMVR Rule AIS023 in October 2009):
Table-I

GEAR LEVER CALCULATIONS
Total available space (width) 1335 Calculations:
Required seat width (Min) for 2 Seats Existing space for Lever Driver’s seat width Existing gap for hand brake lever Required total width Shortage of space (width)
762 160 475 50 1447 112
Gap

Total available space (width) 1335 Calculations:
Gap Existing Single seat width Existing space for Lever Driver’s seat width Existing gap for hand brake lever Required total width Shortage of space (width)
140 475 195 474 50 1335 0
Gap

b) Lever gap calculations for a gear shifting lever assembly in the gear transmission of a group B vehicle configured in accordance with the present invention (with the limitations imposed under amendments in CMVR Rule AIS023 enforced w.e.f. October 2009):

Table-II
Total available space (width) 1335 Calculations:
Width configured according to invention Space configured for Gear lever Driver’s seat width New gap for hand brake
lever Required total width Shortage of space (width)
775 55 475 30 1335 0
Required lateral gap for lever including
43 mm knob width 80 25 Driver’s seat interference allowed in
reverse gear
37 43 Knob width

Accordingly, the lever gap calculations as per Tables I and II given above clearly demonstrate that the differential gear shifting lever assembly configured in accordance with the present invention facilitates the reintroduction of a 2-seater co-driver/cleaner and/or passenger (bench) seat in a group B vehicle, even while complying with the amendments in CMVR Rule AIS023 enforced w.e.f. October 2009.

WORKING OF THE INVENTION

To operate the transmission, the upper end of the gear shift lever 110 is initially moved such that it is pivoted about the upper or top selection axis X1-X1 of the first pivot shaft 120. As described above, such movement of the lever 110 occurs without movement of the intermediate hollow bottom lever housing 130.

By moving the lever 110 about the upper selection axis X1-X1 of the first pivot shaft 120, the lower end thereof can be moved into one of the desired aligned notches formed in one of the shift rails 154, 156, 158 (multiple shift rails A, B and C). This selecting movement of the lever 110 does not move any of the shift rails A, B and C out of their central neutral positions in the gear selection block 150, but rather selects one of the shift rails 154, 156 and 158 for such movement.

Now to engage the transmission, the selected one shift rail 154 or 156 or 158 can be moved out of its central neutral position by moving the upper end of the lever 110 about the lower shifting axis S1-S1 of the second hollow pivot shaft 142. As described above, such movement of the lever 110 also causes a pivoting movement of the bottom hollow lever housing 130 out of its neutral position. The relative orientation of the bottom shifting axis S1-S1 of the second shaft 142 and the upper selection axis X1-X1 of the first pivot shaft 120 as described above is advantageous, because although the mechanical advantage (leverage) is reduced with the raising of the shifting axis S1-S1, the travel ratio with the axis X1-X1 of the second pivot shaft 120 is increased, which results in a reduced transverse travel m of lever 110 (Fig. 4b) and which is the object of the improved differential gear shifting mechanism configured in accordance with the present invention.
Thus, with a reduced transverse travel m, different gears of transmission (1, 2, 3, 4, 5 and R) can be selected, which in turn result in additional space being made available beside the lever knob. This in turn facilitate in reintroducing a 2-seater bench seat for seating one extra person in between the driver and the co-driver/passenger, thus making it possible to seat 3 persons in front row, thus increasing space efficiency of the group B vehicle, like pickup vans.

TECHNICAL ADVANTAGES AND ECONOMIC SIGNIFICANCE

Accordingly, the compact differential gear shifting lever mechanism configured with two-cylindrical cross-pivots in accordance with the present invention has the following advantages:

• Substantially reduces transverse travel of gear shifting lever.
• Facilitates reintroduction of 2-seater co-driver’s seat or bench seat in pickup vans.
• This lever can also be applied to other M1 and M2 category of passenger carrying vehicles to introduce central passenger, thereby increasing the capacity by one person.

Throughout this specification, the word “comprise”, or variations such as “comprises” or “comprising”, shall be understood to imply including a described element, integer or method step, or group of elements, integers or method steps, however, does not imply excluding any other element, integer or step, or group of elements, integers or method steps.

The use of the expression “a”, “at least” or “at least one” shall imply using one or more elements or ingredients or quantities, as used in the embodiment of the disclosure in order to achieve one or more of the intended objects or results of the present invention.

The exemplary embodiments described in this specification are intended merely to provide an understanding of various manners in which this embodiment may be used and to further enable the skilled person in the relevant art to practice this invention. The description provided herein is purely by way of example and illustration.
Although, the embodiments presented in this disclosure have been described in terms of its preferred embodiments, the skilled person in the art would readily recognize that these embodiments can be applied with modifications possible within the spirit and scope of the present invention as described in this specification by making innumerable changes, variations, modifications, alterations and/or integrations in terms of materials and method used to configure, manufacture and assemble various constituents, components, subassemblies and assemblies, in terms of their size, shapes, orientations and interrelationships without departing from the scope and spirit of the present invention.

While considerable emphasis has been placed on the specific features of the preferred embodiment described here, it will be appreciated that many additional features can be added and that many changes can be made in the preferred embodiments without departing from the principles of the invention.

These and other changes in the preferred embodiment of the invention will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation. ,CLAIMS:We claim:

1. A compact differential transmission lever assembly with a reduced transverse travel of the gear shifting lever, wherein the assembly comprises:

• a profiled gear shifting lever with a knob fitted on top thereof;

• a first pivot shaft assembly;

• a hollow bottom lever housing assembly;

• a poppet assembly fixed through the hollow bottom lever housing;

• a second pivot shaft assembly for fixing the lower end of the bottom lever base therein; and

• a multiple gear selection block assembly configured with a respective notch for each shift rail to be engaged by the lower end of the gear shifting lever for selecting one of the gear-ratio thereof;

wherein the relative orientation of the axis of the first pivot shaft assembly and the axis of the second pivot shaft assembly facilitates to raise the axis of the second pivot shaft assembly for increasing the travel ratio thereof with the axis of the second pivot shaft assembly, for achieving a reduced transverse travel of gear shifting lever to facilitate introduction of a twin-seat beside driver’s seat.

2. Differential transmission lever assembly as claimed in claim 1, wherein the gear shifting lever passing through the first pivot shaft, bottom lever housing and the second pivot shaft respectively selects one of the gear-ratios available in the differential gear transmission by engaging the lower end of the gear shifting lever by movement thereof into the notch of one of the selected shifting rails of the multiple gear selection block.

3. Differential transmission lever assembly as claimed in claim 1, wherein the first pivot shaft is configured as a hollow pivot shaft pivotable about an upper selection axis.

4. Differential transmission lever assembly as claimed in claim 1, wherein the second pivot shaft is configured as a hollow shaft pivotable about a lower shifting axis.
5. Differential transmission lever assembly as claimed in claim 1, wherein the first pivot shaft with an upper selection axis defines the top hinge for selecting the gear of the gear transmission by moving the gear shift lever.

6. Differential transmission lever assembly as claimed in claim 1, wherein the second pivot shaft with a bottom shifting axis defines the bottom hinge for engaging the selected gear of the gear transmission by moving gear shift lever.

7. Differential transmission lever assembly as claimed in any one of the preceding claims, wherein the lower shifting axis of the second pivot shaft is configured transverse to the upper selection axis of the first pivot shaft.

8. Differential transmission lever assembly as claimed in claim 1, wherein the multiple gear selection block comprises three shift rails for selecting the gears of two gear-ratios respectively, preferably the first gear rail is configured to select the first and second gear, the second gear rail is configured to select the third and fourth gear and the third shift rail is configured to select the fifth and reverse gear respectively.

9. Differential transmission lever assembly as claimed in claim 1, wherein the poppet assembly comprises a pair of poppet pin housing, poppet pin, spring and closing nut and disposed on either side of the bottom lever housing fastened therethrough for retaining the gear shifting lever in third and fourth gears in normal running of the gear transmission.

10. Differential transmission lever assembly as claimed in claim 1, wherein the first and second gears are engaged by pushing the gear shifting lever knob to the left side with respect to the central or neutral position thereof and the fifth and reverse gears are engaged by pushing the gear shifting lever knob to the right side with respect to the central or neutral position thereof.

Dated: this 25th day of June 2016. SANJAY KESHARWANI
APPLICANT’S PATENT AGENT