Claims:1. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears, comprising:
a. a transmission case (100);
b. a first control unit (101) comprising a stopper unit (111) and a first control lever (102), wherein the stopper unit (111) is associated with the transmission case (100) and prevents actuation of the first control lever (102) without depressing a clutch pedal of the agricultural vehicle;
c. a second control unit (200) associated with the transmission case (100);
d. a third control unit (300) comprising a lock plate (306) that guides a third control lever (308), wherein the third control lever (308) is adjacently assembled to any of the opposite sides of the transmission case (100); and
e. a fourth control unit (400), assembled at any of the opposite sides of the transmission case (100).

2. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the first control unit (101) further comprises:
a. a clutch pedal link (103) that is associated with the stopper unit (111);
b. a first link rod (104), comprising a first end and a second end, wherein the first end is associated with the first control lever (102);
c. a relay lever (105), comprising a fist end and a second end, wherein the first end is pivotally associated with the second end of the first link rod (104);
d. a second link rod (106) that is pivotally associated with the second end of the relay lever (105);
e. a third link rod (108) comprising a first end and a second end;
f. a first cross shaft (107) that is associated with the second link rod (106) and is pivotally associated with the first end of the third link rod (108); and
g. a holder (109) that holds the second end of the third link rod (108).

3. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the second control unit (200) comprises,
a. at least four rails, including a first rail (214), a second rail (215), a third rail (216) and a fourth rail (217), horizontally assembled adjacent to each other, wherein each rail comprises a first end, a second end and a V-groove cut at any of the said ends;
b. at least two forks, including a first fork (219) associated with the first end of the first rail (214), and a second fork (218) associated with the second rail (215);
c. at least two selectors, including a first selector (220a) associated with the first end of the fourth rail (217), and a second selector (220b) associated with the first end of the third rail (216); and
d. an interlock (221) that links the third rail (216) and the fourth rail (217).
e. a first lock (501), comprising a plurality of plungers (501a, 502a and 503a) and a plurality of springs (501b, 502b and 503b), said plurality of springs (501b, 502b and 503b) comprises a first end and a second end, wherein the first end of the said springs (501b, 502b and 503b) is mounted on the inner surface of the centre housing (100) and the second end of the plurality of springs (501b, 502b and 503b) is associated with the top of the any of the plurality of plungers (501a, 502a and 503a).
f. a plurality of locks (504), comprising a second lock (505) and a third lock (506), wherein the second lock (505) comprising at least a ball retainer, a plurality of balls and a plurality of pins, wherein the plurality of balls and the plurality of pins are associated with the ball retainer, which is engaged between any of the said rails (214, 215, 216 and 217).
g. the third lock (506), comprising a plurality of stop pieces and a plurality stop slots, which are positioned in any of the appropriate place in each rail (214, 215, 216 and 217).

4. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the third control unit (300) further comprises,
a. a third control housing (302);
b. a first side cover (312), said first side cover (312) and said lock plate (306) being removably associated with the third control housing (302), by a plurality of fastening elements;
c. a third cross shaft (303), comprising a first end and a second end, wherein the first end of the third cross shaft (303) is secured to a first crank (311) by a first spring dowel (319) and also associated with the third control lever (308) inside the third control housing (302), wherein movement of the third control lever (308) results in horizontal movement of the third cross shaft (303);
d. a shift arm (301), associated with the second end of the third cross shaft (303); and
e. a shift cup (304) and a pin (305) that secure the third control lever (308) to the third control housing (302).

5. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the fourth control unit (400) comprises,
a. a fourth control housing (403);
b. a fourth control unit lever (408), associated with a first end of a second crank (406) inside the fourth control housing (403); and
c. a fourth selector arm (401), associated with a second end of the second crank (406), and secured with a coil spring pin (402).

6. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the stopper unit (111) comprises a first spring (113) comprising a first end and a second end and a first plunger (112) comprising a first end and a second end, wherein:
a. the relay lever (105) is pivotally associated with the first end of the first plunger (112);
b. the first end of the first spring (113) is longitudinally associated with the clutch pedal link (103);
c. the second end of the first plunger (112) is associated with the second end of the first spring (113); and
d. the clutch pedal link (103) is pivotally associated with the first end of the first spring (113).

7. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the transmission case (100) comprises a sliding mesh gear configuration.

8. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the transmission case (100) comprises a partial constant mesh gear configuration.

9. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the transmission case (100) comprises a full constant mesh gear configuration.

10. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 2, wherein the transmission case (100) comprises a constant mesh gear configuration, wherein the number of forward gears is equal to the number of reverse gears.

11. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 10, wherein the constant mesh gear configuration comprises eight forward gears and eight reverse gears.

12. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 4 and claim 5, wherein the transmission case (100) comprises a constant mesh gear configuration comprising eight forward gears and two reverse gears.

13. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, claim 5 and claim 10, wherein the fourth control unit (400) is assembled at the left side of the transmission case (100).

14. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 4, claim 5 and claim 12, wherein the third control unit (300) and the fourth control unit (400) are assembled at the right side of the transmission case (100).

15. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the agricultural vehicle is a stepped platform vehicle.

16. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the agricultural vehicle is a full platform vehicle.

17. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein first control unit (101) controls the forward and reverse motion of the vehicle through actuation of the first control lever (102).

18. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein said adaptive transmission control system is removably attachable to said agricultural vehicle.

19. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 1, wherein the lock plate (306) has a H pattern shifting layout.

20. An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears as claimed in claim 4, wherein the third control unit (300) is removably attachable to the transmission case (100).
, Description:TITLE OF THE INVENTION: AN ADAPTIVE TRANSMISSION CONTROL SYSTEM FOR AN AGRICULTURAL VEHICLE

FIELD OF THE INVENTION

The present disclosure generally relates to a transmission control system for an agricultural vehicle. Particularly, it relates to an adaptive transmission control system for an agricultural vehicle.

BACKGROUND OF THE INVENTION

Conventionally, agricultural vehicles such as tractors use a manual transmission system, which includes a gear box, a main gear shifting unit and a High/Low selector unit, assembled at a chassis. The configuration of the gear box may be sliding mesh configuration, partial constant mesh or full constant mesh, based on the application for which the tractor is used. Each gear box configuration is associated with a dedicated main gear shifting arrangement and a dedicated High/Low selector arrangement.

For example, a tractor installed with a sliding mesh gear box has its unique main gear shifting unit and High/Low selector unit. In case, a user needs a partial constant mesh gear box for the same tractor, the unique main gear shifting unit and the High/Low selector unit associated with the sliding mesh gear box cannot be used and have to be replaced. This process is tedious, costly, cumbersome and time consuming. Similarly, the main gear shifting unit and the High/Low selector unit are different for stepped platform vehicles and full platform vehicles.

The conventional main gear shifting unit and the High/Low selector unit have separate operating levers to change the gear ratios. Both the main gear lever and the High/Low selector lever are placed at the centre of the chassis, in between the user’s leg. Thus, there is a possibility that a user may actuate the wrong lever. Moreover, the user has to bend down and shift the levers every time while shifting gears, which leads to high fatigue. Furthermore, there is no mechanism to guide the main lever for shifting the appropriate gear ratio. As a result, the main gear lever may be shifted to a wrong gear ratio.

A shuttle system comprising a lever is used to control the forward and reverse motion of agricultural vehicles. Conventional shuttle levers do not have a mechanism to prevent accidental actuation, which may cause the vehicle to move in the wrong direction, which is highly dangerous to the operator.

Therefore, there is a need in the art for an adaptive transmission control system, which solves the above mentioned problems and has the below mentioned objectives.

OBJECTIVES OF THE INVENTION

An object of the present invention is to provide an adaptive transmission control system for an agricultural vehicle, which is suitable for sliding mesh gear configuration, partial constant mesh gear configuration and fully constant mesh gear configuration.

Another object of the present invention is to provide an adaptive transmission control system for an agricultural vehicle, which is suitable for stepped platform vehicles and full platform vehicles.

Yet another object of the present invention is to provide an adaptive transmission control system for an agricultural vehicle, with a mechanism to guide the main lever for shifting the appropriate gear,

Still another object of the present invention is to provide an adaptive transmission control system for an agricultural vehicle, that prevents accidental actuation of the shuttle lever

Still another object of the present invention is to provide an adaptive transmission control system for an agricultural vehicle, which offers improved user comfort and operability.

SUMMARY OF THE INVENION

In order to overcome the drawbacks of the prior art and achieve the above mentioned objectives, an adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears is disclosed, said system comprising a centre housing; a first control unit comprising a stopper unit and a first control lever, wherein the stopper unit is associated with the centre housing and prevents actuation of the first control lever without depressing a clutch pedal of the agricultural vehicle; a second control unit associated with the centre housing ; a third control unit comprising a lock plate that guides a third control lever, wherein the third control lever is adjacently assembled to any of the opposite sides of the centre housing; and a fourth control unit, assembled at any of the opposite sides of the centre housing.
In an embodiment, the fourth control unit is assembled at the left side of the centre housing for better operability. In another embodiment, the third control lever and the fourth control lever are both assembled at the right side of the centre housing, wherein the centre housing comprises a constant mesh gear configuration comprising eight forward gears and two reverse gears. In yet another embodiment, the centre housing comprises a sliding mesh gear configuration, partial constant mesh gear configuration or a fully constant mesh gear configuration.
In yet another embodiment, the centre housing comprises a constant mesh gear configuration comprising eight forward gears and eight reverse gears, the third control lever is assembled at the right side of the centre housing, the fourth control lever is assembled at the left side of the centre housing and the first control lever is assembled under a steering wheel.
The adaptive transmission control system is removably attachable to a chassis of the vehicle, wherein the vehicle is a stepped platform vehicle or a full platform vehicle.

BRIEF DESCRIPTION OF DRAWINGS

Figure 1 illustrates an embodiment of the first control unit of an adaptive transmission control system for an agricultural vehicle.
Figure 2a illustrates an embodiment of the stopper unit of the first control unit in locked state

Figure 2b illustrates an embodiment of the stopper unit of the first control unit in unlocked state.

Figure 3 illustrates an example of even forward and reverse constant mesh gear configuration.

Figure 4 illustrates an embodiment of the second control unit.

Figure 5 illustrates the location of the first lock and the plurality of locks.

Figure 5a illustrates the detailed view of an embodiment of the first lock.

Figure 5b illustrates the position of the plurality of plunger, in accordance with the first embodiment illustrated in Figure 5a.

Figure 5c illustrates top view of an embodiment of plurality of rails.

Figure 5d illustrates a view of centre rail with pin.

Figure 6 illustrates a first embodiment of the third control unit.

Figure 7 illustrates the cut section view of the third control unit, in accordance with the first embodiment illustrated in Figure 6.

Figure 8 illustrates a first embodiment of the fourth control unit.

Figure 9 illustrates an embodiment of the present invention, comprising the third control lever and the fourth control lever along with the centre housing.
Figure 10 illustrates the third control unit.

Figure 11 illustrates a second embodiment of the fourth control unit.

Figure 12 illustrates an embodiment of the position of the lock plate.

Figure 13a illustrates the pattern of shifting of the third control lever, in accordance with the second embodiment of the third control unit.

Figure 13b illustrates the pattern of shifting of the third control lever, in accordance with the first embodiment of the third control unit.

Figure 13c illustrates the pattern of shifting of the fourth control lever, in accordance with the first embodiment of the fourth control unit.

DETAILED DESCRIPTION OF DRAWINGS

Throughout this specification, the use of the word "comprise" and variations such as "comprises" and "comprising" may imply the inclusion of an element or elements not specifically recited.

An adaptive transmission control system for an agricultural vehicle comprising a plurality of forward gears and a plurality of reverse gears, comprises: a transmission case (100), a first control unit (101) comprising a stopper unit (111) and a first control lever (102), wherein the stopper unit (111) is associated with the centre housing (100) and prevents actuation of the first control lever (102) without depressing a clutch pedal of the agricultural vehicle; a second control unit (200) associated with the transmission case (100); a third control unit (300) comprising a lock plate (306) that guides a third control lever (308), wherein the third control lever (308) is adjacently assembled to any of the opposite sides of the transmission case (100) and a fourth control unit (400), assembled at any of the opposite sides of the centre housing (100).

As illustrated in figure 1, the first control unit (101) further comprises, a clutch pedal link (103), a first link rod (104), comprising a first end and a second end, wherein the first end is associated with the first control lever (102); a relay lever (105), comprising a first end and a second end, wherein the first end is pivotally associated with the second end of the first link rod (104); a second link rod (106) that is pivotally associated with the second end of the relay lever (105); a third link rod (108) comprising a first end and a second end; a first cross shaft (107) that is associated with the second link rod (106) and is pivotally associated with the first end of the third link rod (108) and a holder (109) that holds the second end of the third link rod (108). Preferably, the first control unit (101) is assembled under a steering wheel (110) and controls the forward and reverse motion of said vehicle through actuation of the first control lever (102).

As illustrated in figure 2a and figure 2b, the stopper unit (111) comprises a first spring (113) comprising a first end and a second end and a first plunger (112) comprising a first end and a second end, wherein the relay lever (105) is pivotally associated with the first end of the first plunger (112); the first end of the first spring (113) is longitudinally associated with the clutch pedal link (103); the second end of the first plunger (112) is associated with the second end of the first spring and the clutch pedal link (103) is pivotally associated with the first end of the first spring (113).

As illustrated in the figure 2a, when the clutch pedal of the vehicle is not depressed, the relay lever (105) is in locked position with the first end of the first plunger (112). As a result, the first spring (113) retains its normal state. Hence, the relay lever (105) locks a link from the first link rod (104) to the second link rod (106), which prevents accidental actuation of the first control lever (102).

As illustrated in the figure 2b, when the clutch pedal of the vehicle is depressed, the relay lever (105) is in unlocked position with the first end of the first plunger (112). As a result, the first spring (113) longitudinally expands from its normal state. Hence, the relay lever (105) unlocks the link from the first link rod (104) to the second link rod (106), where actuation of the first control lever (102) is achieved.
In one embodiment, the transmission case (100) comprises a constant mesh gear configuration in which the number of forward gears is equal to the number of reverse gears, for example, eight forward gears and eight reverse gears. Such an embodiment is illustrated in figure 3, which comprises an epicyclic reduction unit (201), a coupler (202), a plurality of shafts including, a first shaft (203), a second shaft (204) and a third shaft (205), a shift sleeve (207), a fixed sleeve (208) and a plurality of gears including, a forward gear (206), a reverse gear (209), a first gear (213), a second gear (212), a third gear (210) and a fourth gear (211). The first shaft (203) and the second shaft (204) are rotatably assembled to each other such that the first shaft (203) is parallel to the second shaft (204). The first gear (213), the second gear (212), the third gear (210) and the fourth gear (211) are rotatably arranged adjacent to each other around the first shaft (203), and are in constant mesh with a corresponding plurality of free running gears (not shown), the forward gear (206) and the reverse gear (209) are arranged at the third shaft (205). The first gear (213) which is in constant mesh with any one among the plurality of free running gears, preferably has helical teeth, which have long contact areas and are consequently capable of transmitting high loads and have noise free function. The second gear (212), third gear (210), fourth gear (211), forward gear (206) and reverse gear (209) are preferably straight cut spur type. The epicyclic reduction unit (201) provides low range output drive ratio and is arranged at a first end of the first shaft (203). The shift sleeve (207) is located between the forward gear (206) and the reverse gear (209). A plurality of ball bearings and a plurality of roller bearings (not shown) support the first shaft (203) and the third shaft (205).The reverse gear (209) is driven through an idler gear (not shown) to provide reverse motion to the vehicle.

An embodiment of the second control unit (200) illustrated in figure 4, comprises at least four rails, including a first rail (214), a second rail (215), a third rail (216) and a fourth rail (217), horizontally assembled adjacent to each other, wherein each rail comprises a first end, a second end and a V-groove cut at any of the said ends; at least two forks, including a first fork (219) associated with the first end of the first rail; (214), and a second fork (218) associated with the second rail (215); at least two selectors, including a first selector (220a) associated with the first end of the fourth rail (217), and a second selector (220b) associated with the first end of the third rail (216); and an interlock (221) that links the first selector (220a) and the second selector (220b). The first end of each rail is associated with a plurality of receiving holes present in an inner wall of the transmission case (100). A first lock (501), comprising a plurality of plungers (501a, 502a and 503a) and a plurality of springs (501b, 502b and 503b), said plurality of springs (501b, 502b and 503b) comprises a first end and a second end, wherein the first end of the said springs (501b, 502b and 503b) is mounted on the inner surface of the transmission case (100) and the second end of the plurality of springs (501b, 502b and 503b) is associated with the top of the any of the plurality of plungers (501a, 502a and 503a). A plurality of locks (504), comprising a second lock (505) and a third lock (506), wherein the second lock (505) comprising at least a ball retainer, a plurality of balls and a plurality of pins, wherein the plurality of balls and the plurality of pins are associated with the ball retainer, which is engaged between any of the said rails (214, 215, 216 and 217). The third lock (506), comprising a plurality of stop pieces and a plurality stop slots, which are positioned in any of the appropriate place in each rail (214, 215, 216 and 217).

As illustrated in Figures 6, 7 and 10, the third control unit (300) comprises, a third control housing (302); a first side cover (312), the lock plate (306), said first side cover (312) and said lock plate (306) being removably associated with the third control housing (302), by a first plurality of fastening elements; a third cross shaft (303), comprising a first end and a second end, wherein the first end of the third cross shaft (303) is secured to a first crank (311) by a first spring dowel (319) and also associated with the third control lever (308) inside the third control housing (302), wherein movement of the third control lever (308) results in horizontal movement of the third cross shaft (303); a shift arm (301), associated with the second end of the third cross shaft (303) and a second spring dowel (320) that secure the third cross shaft (303) to the shift arm (301); and a shift cup (304) and a pin (305) that secure the third control lever (308) to the third control housing (302). The third control lever (308) comprises a third control lever stem (307) at a first end and a third control lever knob (309) at a second end in such a way that the third control lever (308) is guided by the lock plate (306). The third control lever (300) further comprises, a plurality of coil springs, they are located around the third cross shaft (303), including a first coil spring (318a) and a second coil spring (318b); a first lock nut (313), associated with the third control lever (308) and is adjacent to the third control lever knob (309); a rubber boot (315), that is secured to the third control housing (302) by a plurality of clips, including a first clip (314) and a second clip (316), which protects the third control housing (302) from mud and dust entry; a sleeve (310), that is secured to the third control housing (302) by a second plurality of fastening elements. The shift cup (304) is secured to the third control housing (302) by a second lock nut (317). A gasket (321) is present at a first end of the third control housing (302). The third control unit (300) is removably attachable to the transmission case (100) and is preferably assembled at the right side (with respect to an operator facing a steering) of the transmission case (100) for better operability.

As shown in Figure 13a and 13b, the lock plate (306) preferably has a ‘H’ pattern shifting layout. The above stated pattern may vary with respect to the application and gear configuration. The position of the lock plate (306) provides for precise gear shifting even at critical stages, by guiding the third control lever stem (307) along said pattern.

Figure 8 illustrates a first embodiment of the fourth control unit (400), which comprises a fourth control housing (403); a fourth control unit lever (408), associated with a first end of a second crank (406) inside the fourth control housing (403); a second side cover (409), and a fourth selector arm (401), associated with a second end of the second crank (406), and secured with a coil spring pin (402). An oil seal (405) around the second crank (406) and a bush (404) adjacent to the oil seal (405) prevent leakage of oil. An O-ring (407) is placed at a first end of the fourth control lever (408) above the fourth control housing (403). The second side cover (409) is secured to the fourth control housing (403) by a third plurality of fastening elements. The first embodiment of the fourth control unit (400) is preferably assembled at the left side (with respect to an operator facing a steering) of the transmission case (100) for better operability. Preferably, the fourth control unit (400) controls the HIGH range and LOW range gear shifting operation.

Figure 11 illustrates a second embodiment of the fourth control unit (400), wherein the first fork (219) is connected to the second end of the first rail (214) by a plug (414) along with a second plunger and a second spring. The first end of the first rail (214) is secured to the transmission case (100) by a third spring dowel (410a). A neutral switch (413) is associated with the first fork (219), which brings the first fork (219) to a neutral position. A first end of the fourth control lever (408) is secured to the fourth selector arm (401) by a fourth spring dowel (410b). A fourth control lever knob (412) is assembled at a second end of the fourth control lever (408), a third lock nut (411) is assembled adjacent to the fourth control lever knob (412). The oil seal (405), plurality of washers and circlips are arranged adjacent to a bush (404) around the fourth selector arm (401). According to the second embodiment of the fourth control unit (400), preferably the fourth control unit (400) is assembled at the right side (with respect to an operator facing a steering) of the transmission case (100) for better operability.

In an example, the power from an engine is transmitted to the input shaft and consequently to the forward gear (206) or the reverse gear (209) and to the third shaft (205). The plurality of free running gears are engaged with the shift sleeve (207) through the third shaft (205), wherein the fixed sleeve (208) is splined to the first shaft (203). By operating the fourth control unit (400), HIGH or LOW range is selected, when the power is transmitted through the input shaft via the epicyclic reduction unit (201).

Figure 12 illustrates a position of the lock plate (306), wherein said lock plate (306) is secured to the first side cover (312) by the first plurality of fastening elements, the third control lever stem (307) is freely movable along the pattern of the lock plate (306).

Figure 9 illustrates an embodiment of the present invention, wherein the third control lever (308) and the fourth control lever (408) are assembled at the right side (with respect to an operator facing a steering) of the transmission case (100), thus eliminating high fatigue and operator discomfort. The transmission case (100) preferably comprises a constant mesh configuration comprising eight forward gears and two reverse gears. The adaptive transmission control system is removably attachable to the chassis of the agricultural vehicle, wherein the centre housing comprises a sliding mesh gear configuration, a partial constant mesh gear configuration or a fully constant mesh gear configuration. The agricultural vehicle may be either a stepped platform vehicle or a full platform vehicle.

Another embodiment of the present invention is illustrated in figures 1, 6 and 8, wherein the centre housing preferably comprises a constant mesh configuration comprising eight forward gears and eight reverse gears., the third control lever (308) is assembled at the right side of the transmission case (100) the fourth control lever (408) is assembled at the left side of the transmission case (100) and the first control lever (102) is assembled under the steering wheel (110), and controls the forward and reverse motion of the vehicle.

It will be apparent to a person skilled in the art that the above description is for illustrative purposes only and should not be considered as limiting. Various modifications, additions, alterations, and improvements without deviating from the spirit and the scope of the invention may be made by a person skilled in the art.

REFERENCE LIST:
100 – Transmission case
101 – First control unit
102 – First control lever
103 – Clutch pedal link
104 – First link rod
105 – Relay lever
106 – Second link rod
107 – First cross shaft
108 – Third link rod
109 – Holder
110 – Steering wheel
111 – Stopper unit
112 – First Plunger
113 – First Spring
200 – Second control unit
201 – Epicyclic reduction unit
202 – Coupler
203 – First shaft
204 – Second shaft
205 – Third shaft
206 – Forward gear
207 – Shift sleeve
208 – Fixed sleeve
209 – Reverse gear
210 – Third gear
211 – Fourth gear
212 – Second gear
213 – First gear
214 – First rail
215 – Second rail
216 – Third rail
217 – Fourth rail
218 – Second fork
219 – First fork
220a – First selector
220b – Second selector
221 – Interlock
300 – Third control unit
301 – Shift arm
302 – Third control housing
303 – Third cross shaft
304 – Shift cup
305 – Pin
306 – Lock plate
307 – Third control lever stem
308 – Third control lever
309 – Third control lever knob
310 - Sleeve
311 – First crank
312 – First side cover
313 – First lock nut
314 – First clip
315 – Rubber boot
316 – Second clip
317 – Second lock nut
318a – First coil spring
318b – Second coil spring
319 – First spring dowel
320 – Second spring dowel
321 – Gasket
400 – Fourth control unit
401 – Fourth selector arm
402 – Coil spring pin
403 – Fourth control housing
404 - Bush
405 – Oil seal
406 – Second crank
407 – O-ring
408 – Fourth control lever
409 – Second side cover
410a – Third spring dowel
410b – Fourth spring dowel
411 – Third lock nut
412 – Fourth control lever knob
413 – Neutral switch
414 – Plug
501 – First lock
501a, 502a, 503a – Plurality of plungers
501b, 502b, 503b – Plurality of springs
504 – Plurality of locks
505 – Second lock
506 – Third lock