FORM 2
THE PATENTS ACT 1970
(39 of 1970)
&
The Patent Rules, 2003
Provisional Specification
(See section 10 and rule 13)
A novel mechanism to engage gears in motion.
Mahindra and Mahindra Limited
An Indian company registered under the Companies Act, 1956
Automotive Sector, R&D Center, 89 MIDC, Satpur, Nashik 422 007,
Maharashtra State, India.
The following specification describes the invention:

A novel mechanism to engage gears in motion
Field of Invention:
Present invention generally relates to the manual transmission of automobiles. In particular it relates to the design of the reverse gear system.
Background of Invention:
As is well known to a person skilled in the art, manual transmissions are shifted by 'the vehicle operator moving a gearshift lever which functions, through a shift mechanism, to selectively engage one of a plurality of gear sets for driving the output shaft in a first direction and at a predetermined speed ratio relative to the input shaft. In particular, most manual transmissions include a plurality of synchromesh gear sets which can be selectively engaged for establishing the different forward gears.
Additionally, many manual transmissions are equipped with a reverse idler assembly which can be selectively engaged for establishing the reverse gear. Typically, the reverse idler assembly includes a reverse input gear driven by the input shaft, a reverse output gear fixed on the output shaft through spline / keyway joint, and a reverse idler gear which is selectively movable into meshed engagement with the reverse input gear and the reverse output gear for driving the output shaft in a second direction and at a predetermined speed ratio relative to the input shaft for establishing the reverse gear.
During operation of the motor vehicle, one of the forward gears is typically disengaged immediately prior to selection of the reverse gear. As such, the input shaft is free to continue rotating due to inertia under a substantially no-load
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condition until, through friction and windage losses, the inertia of the input shaft is dissipated and rotation is arrested. If the vehicle operator moves the gearshift lever in an attempt to engage the reverse idler gear while the input shaft is still rotating, the teeth of the reverse idler gear will strike the teeth of the reverse output gear. As such, the force applied by the vehicle operator through the gearshift lever results in an undesirable clattering as the teeth of the reverse idler gear are forced into contact with the teeth of the reverse output gear, but yet are unable to mesh therewith because of the relative rotational speeds. This condition, commonly referred to as "reverse clash", results in an unpleasant grinding noise and the clashing is felt by the vehicle operator.
To avoid this condition, the vehicle operator must wait for the input shaft to stop rotating before the gearshift lever can be moved quietly and smoothly to engage the reverse gear. Unfortunately, any time delay required before the gearshift lever can be moved to engage reverse gear in order to avoid the occurrence of reverse clash is objectionable. It was therefore thought by many designers of a gearbox that reverse clash can be virtually eliminated by stopping rotation of the input shaft before an attempt is made to engage the reverse idler gear with the reverse output gear.
One known technique for eliminating reverse clash is to provide the transmission with a synchronized reverse gear assembly. Exemplary synchronized reverse gear assemblies are disclosed in U.S. Pat. Nos. 4,510,818, 4,558,607, 4,640,141 and 5,385,065. However, the cost and complexity associated with incorporating synchronized reverse gear assembly into the transmission is not always commercially justified. As an example, the US patent 4510818 attempts to provide a device for preventing reverse gear buzzing caused by the meshing noise of the reverse idler gear at the reverse gear change, so as to eliminate unpleasant gear buzzing as well as to improve the shift feeling. It discloses an arrangement incorporating a synchromesh unit. The synchronizing effect of the synchromesh unit for the forward speeds which is shifted in the same direction as the reverse shift
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direction may be utilized for the reverse shifting operation, thereby stopping or slowing down the inertial rotation of the input shaft.
As an alternative, several reverse brake arrangements have been developed for use in manual transmissions equipped with a non-synchronized reverse gear assembly. Exemplary reverse brake arrangements are disclosed in U.S. Pat. Nos. 4,225,024, 4,294,338 and 4,598,599. While these prior known devices have proven to be satisfactory for then intended purpose, each is attendant with its own drawbacks and inherent limitations. Thus, there remains an ongoing need in the art for a simple, inexpensive reverse brake for a manual transmission which is effective to eliminate gear clash when shifting the transmission into reverse gear from a forward gear.
Glen W Fraley, et al, disclosed another system with a reverse brake incorporated into the gear train of a manual transmission. The brake functions to stop inertial rotation of the input shaft prior to engagement of reverse gear. In particular, a constant-mesh gearset is operable with a clutch to establish a forward drive connection between the input shaft and the output shaft, and is further operable with another clutch to brake rotation of the input shaft without establishing a forward drive connection with the output shaft. However, even this gear suffers from some drawbacks such as excessive number of parts and associated extra cost and cumbersome design.
Mazet Stephane, In US Patent 6109128, disclosed a reverse gear system with a reverse gear axle mounted in the housing parallel to the input and output shafts. It incorporates two idler gears freely rotatably on the shaft, one gear engaging a fixed gear on the input shaft, the other engaging a fixed gear on the output shaft. A reverse synchronizing device is located between the two idler gears for engaging reverse gear ratio. The synchronizer includes a jaw clutching sleeve splined to one of the idler gears, and is slidable towards the other idler gear to actuate a
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synchronizing clutch. One of the key drawbacks of this system is it is complicated and adds to the cost of the gearbox system.
Some of the existing synchronized reverse gear systems are disclosed in the US patents 4510818, 5845531, and 6109128.
It is clear that some of the drawbacks that the existing reverse gear system have are:
a. They have a great number of parts to manage the reverse gears, which
complicates the gearbox assembly
b. Cost of the gearbox increases on account of greater number of parts
c. Gearbox becomes bulky; increased size of the gearbox and greater number of
parts also result in increased overall weight of the transmission system.
d. Gearbox design is more complex & hence also leads to larger no. of potential
failure modes.
e. Such systems cannot be easily incorporated into existing vehicles
There is need for a simplified reverse gear engagement system that will reduce the number of parts, cause less noise at the time of reverse gear operation, and consequently provide an economical gearbox.
The objects of the invention:
Accordingly, the main object of the invention is to provide a manual gearbox that has a simple mechanism for engagement of reverse gear.
A further object of the invention is to provide a mechanism for engagement of the reverse gear that is easy to install on OEM gearboxes of other manufacturers either for new or existing automobiles.
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Yet another object of the present invention is to provide a reverse gear engagement mechanism that is cost effective in installing and maintaining.
A still further object of the present invention is to reduce the noise and wear and tear of the gear box components that takes place during the reverse gear engagement.
Summary of the invention:
The invention comprises a reverse gear engagement mechanism that engages reverse gear effectively and while minimizing the reverse gear wear and tear and the noise level. It works by reducing the speed of reverse idler gear to a level required for reverse gear engagement, before engaging with the idler fixed gear. The invention can be installed on new and existing automobiles that have manual gearboxes.
The mechanism used for the speed reduction comprises specially designed and located friction elements that reduce the speeds of axial and rotational motions of the idler reverse gear. The axial and rotational speeds are reduced to a range where the idler reverse gear engages with the fixed reverse gear smoothly, thereby causing minimal noise and wear and tear of the engaging parts.
List of parts:
Gear Train (1) Reverse fixed gear (6)
Output Shaft (2) Reverse shift fork (7)
Counter shaft (3) Fork pads or prongs (7a)
Pinion on Counter Shaft (3a) Gear groove (8)
Reverse idler gear (4) Annular collar (9)
Idler shaft (5) Chamfer (10)

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Wire groove (11)

Wire(12)

Brief description of figures:
Figure 1 shows the overall gear train
Figure 1A shows a typical cross section through the gear train
Figure 2 shows the shift fork
Figure 3 shows the idler shaft and the wire
Figure 4 shows the position of wire spring when the reverse gear is in neutral
position, and also the details of wire placed in the wire groove
Figure 5 shows the reverse idler gear in reverse-gear-engaged position
Detailed description of the invention:
The present invention discloses a novel mechanism to engage the reverse gear by causing minimal noise and component wear and tear.
As shown in figures 1 and 1A, a typical gear box comprises a gear train for forward motion and a separate gear system for reverse motion. The reverse gear system typically comprises a pair of reverse gears, a reverse idler gear and a reverse fixed gear.
A counter shaft gear is always engaged with the reverse idler gear. The idler gear, engaged with the counter shaft gear, is moved axially into a position where it engages with the reverse fixed gear. In manual transmission systems, this is achieved by manually moving the reverse idler gear over a reverse idler shaft. The relative rotational speeds of the two reverse gears must be within a suitable limit so that the reverse gear engagement occurs without unacceptable level of noise and wear and tear of gear components. This is normally achieved by reducing the rotational speed of the reverse idler gear.
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In order that the rotational speed of the reverse idler gear reduces into a required range, a novel mechanism is provided in the present invention. The reverse idler gear of the present invention is provided with a groove which is formed by provision of an annular collar. A reverse shift fork (see Figure 2) engages with its fork prongs with the groove. A novel feature of the present invention is that the prongs of the shift fork are provided with special friction lining. The fork pads are embedded with a layer of high friction coefficient material..
The contact of the shift fork prongs with the' inside surface of the rotating annular collar, under the application of an axial force, creates a frictional torque that results in reduction of rotational speed of the reverse idler gear. The area of friction lining depends on the reflected inertia of the entire gear train that is engaged with the reverse idler gear at the time of starting is axial movement. The bonding strength of the friction material on the fork prongs is ensured to be greater than shear stress resulting from the friction torque generated between the annular collar of the idler gear and the fork prongs.
Another novel feature of the present invention is the mechanism provided to afford more time in which the rotational speed reduction of the reverse idler gear takes place. The inventors found that if axial resistance is applied to the reverse idler gear's longitudinal motion on the idler shaft, it advantageously allows more time for reduction of the rotational speed of the reverse idler gear under the action of the frictional torque. This is achieved by placing an obstruction in the path of the axial movement of the reverse idler gear. A wire made of hardened material is placed inside a circumferential groove made in the reverse idler shaft (see Figure 3). The size and shape of the circumferential groove is such that the wire has sufficient room to adjust its position when it comes under the reverse idler gear and remain in the pressed position throughout the operation of the reverse gear (see Figure 5).
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The inventors have advantageously found that the wire, when under the radial pressure, adheres to the bore surface of the reverse idler gear. This arrangement advantageously eliminates any relative movement between the wire spring and the reverse idler gear, consequently eliminating any wear and tear resulting from relative motion. As a result, the soft bush running under the idler gear bore would not wear as the wire ring would continuingly rotate with the bore in the reverse shifted condition.
The location of the circumferential groove is such that the reverse idler gear travels sufficient distance along the reverse idler shaft requiring sufficient time for the required rotational speed reduction. At the end of its axial movement, the reverse idler gear has the required rotational speed and is positioned such that it can engage smoothly, with minimal noise, and without collision with the reverse fixed gear.
To facilitate the reverse idler gear to pass over the reverse idler gear, a chamfer is provides at its front end (See Figure 4). The chamfer size and the diameter of the wire is so designed that the movement of the reverse idler gear over the wire is as effortless as possible. Sufficient radial and axial clearance are provided in the circumferential groove to avoid heat generation and welding of the rotating wire ring onto the stationary idler shaft.
When the reverse gear is disengaged and the reverse idler gear moves back to its neutral position, the wire spring springs back to its original position.
The wire spring may be made out of hollow wire. The cross-sectional shape of the wire spring may be any shape suitable for the purpose.
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In another embodiment of the present invention, a closed ended wire ring is provided instead of the open ended wire ring.
In a further embodiment of the present invention, a ball and socket arrangement with an axial coil spring is provided at predetermined locations. The reverse idler gear presses and hold in pressed position the ball during the reverse gear engagement process.

To
The Controller of Patents,
The Patent Office Branch at Mumbai
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