Pseudo Continuously Variable Transmission with uninterrupted shifting CROSS-REFERENCE TO RELATED APPLICATIONS

1. Provisional Application Application Number: 62/859,095

Title: Pseudo Continuously Variable Transmission

2. PCT Application

Application Number: PCT/US 19/41748

Title: PSEUDO CONTINUOUSLY VARIABLE TRANSMISSION, A MULTI SPEED TRANSMISSION CAPABLE OF UNINTERRUPTED SHIFTING (MSTUS)

FIELD OF THE INVENTION:

The present invention relates to smooth uninterrupted synchronizing before shifting of gears. Geared bicycles today have multiple sprockets with different sizes placed coaxial and offset to one another and the chain is made to travel axially using a derailleur to align with a specific sprocket. Another way to achieve this will be to keep the chain in the same plane and instead move the sprockets of various sizes in and out of chains plane. The same idea can be extended to regular gears, pulleys, and cage pins. Spring loaded segments forming different full-size gears including non-circular gears are moved in and out of operating plane 1003 to achieve several input-output ratios. In chain and sprocket application, since there is a tensioner involved, so, the shifting will be smoother. However, this will not be true for gears. The change would be abrupt. When used with a set of non-circular gears, this shifting can be achieved in an uninterrupted manner. This idea can be applied not just for bicycle application but also to automotive and other applications.

BACKGROUND OF THE INVENTION:

In the prior arts c and WO2017190727A1, the operating plane 1003 is moved along with a single driven circular gear. Also, the circular gear and the non-circular gears are not segmented.

In prior art CN101737461 A the input shaft and output shaft are placed at an angle, and not parallel. So, the “depth’ dimension depends on the sizes of the circular gears and could be large.

In prior art WO2017190727A1, the center-to-center distance changes with every shifting. So, this invention cannot be used in applications where the center-to-center distance is required to be constant. In both prior arts the design has only one size gear for the driven gear. This limits the number of inputs to output combination. A steep increase or decrease of ratio is hard to achieve.

Another disadvantage for both the prior arts is that for all the driving gears there is a single driven gear which limits the range for the input-to-output ratio.

The current invention eliminates the above two disadvantages. The current invention also allows a smooth transition from one ratio to another ratio in an uninterrupted manner without the need for a synchronizer or clutch.

BRIEF SUMMARY OF THE INVENTION:

In order to switch ratios in a transmission the input shaft and output shaft disconnect and connect to gears that are different in size. Technology today enables this by temporarily disconnecting the set of gears that are engaged and with the use of synchronizers switches to another set of gears. The technology before the invention of synchronizers relied on the operator’s skill to match the RPM of the transmission to the engine RPM by adjusting gas pedal to engage with a dog clutch 53. These interruption though brief steals energy from the source. It will be beneficial to shift uninterrupted. A CVT that uses a variable pulley and belt system enables this, however the efficiency is lower than that of a transmission that uses gears. Since variable pulley and belt CVTs are friction dependent, the torque transmitting capacity is limited. Use of multi-speed transmission eliminates this problem. However, it has limited number of ratios.

In an electric car the use of multi-speed transmission does not offer a great benefit. The cost to add a transmission outweighs the benefit. So, a multi-speed transmission is not used in an electric car. However, researches show that it will be beneficial to have a two-speed transmission that does not use synchronizers or clutches. This current invention offers a two (or more) speed without the added cost of synchronizers or clutches. It uses an additional set of non-circular gears and dog clutch 53 which are comparatively inexpensive than having synchronizers and clutches. So synchronized uninterrupted shifting of two speed makes it ideal for an electric car.

A major advantage in today’s Continuously Variable Transmissions that use a belt and variable diameter pulleys is that there is no interruption during ratio changing. However, they rely on friction. The ratio change is continuous. This new invention also offers uninterrupted shifting during ratio changing, however, has a discrete number of gear ratios. So, the current invention does not fall under the category “Continuously” Variable Transmission since it has a discrete number of ratios rather than infinite ratios. In a regular transmission, multiple gears on driving and the driven ends are used, while only one gear is active at both the ends at any given time. By simultaneously activating a non-circular gear pair for a brief period while swapping between larger and smaller gears, the input to output ratio is changed uninterrupted. When shifting from one ratio to another, the change is continuous and gradual. Hence the name Pseudo Continuously Variable Transmission. These concepts and detailed working operation are explained in Detailed Description of the Invention section.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS:

Fig 1- Front view of transmission assembly showing regions 1009 where swapping of the gear segments to make conjugate gears coplanar or offset is allowed

Fig 2-Transmission assembly with combined large gear and transition gear and single operating plane 1003, in low-speed configuration showing low speed circular gears engaged

Fig 3- Transmission assembly with combined large gear and transition gear and single operating plane 1003, with transition gears engaged in up-shift configuration

Fig 4- Transmission assembly with combined large gear and transition gear and single operating plane 1003, in high-speed configuration showing high speed circular gears engaged

Fig 5- Transition Gear pair with orifice matching contour of the smaller gear of the circular gear pair showing down-shift

5 A- Top View

5B- Side View

Fig 6A- 6B - Transition Gear pair with orifice matching contour of the smaller gear of the circular gear pair showing up-shift

6A-Side View

6B-Top View

Fig 7- Large circular driving and driven circular gears each with orifice matching the contour of the small driving or driven gear on one side and contour overlapping larger gear portion of the transition gear on the other side

Fig 8- Transmission assembly with combined large gear and transition gear and single operating plane 1003, with transition gears engaged in down-shift configuration

Fig 9- Transmission assembly with one set of segmented full gears and multiple operation planes, in Low-speed configuration Fig 10- Transmission assembly with one set of segmented full gears and multiple operation planes, in high-speed configuration

Fig 11- Transmission assembly with one set of segmented full gears and multiple operation planes, with transition gears engaged in up-shift configuration

Fig 12- Transmission assembly with one set of segmented full gears and multiple operation planes, with transition gears engaged in down-shift configuration

Fig 13- Transmission assembly using telescopic shafts and transition gears with partial teeth profile and large circular driving gear with clearance pocket to accommodate the transition gear, with transmission gears in up-shift configuration

Fig 14- Transmission assembly using telescopic shafts and transition gears with partial teeth profile and large circular driving gear with clearance pocket to accommodate transition gear, in high-speed configuration

Fig 15- Transmission assembly using telescopic shafts and transition gears with partial teeth profile and large circular driving gear with clearance pocket to accommodate transition gear, in low-speed configuration

Fig 16- Transmission assembly using telescopic shafts and transition gears with partial teeth profile and large circular driving gear with clearance pocket to accommodate transition gear, with transition gears in down-shift configuration

Fig 17- Transmission assembly using telescopic shafts and transition gears with partial teeth profile and large circular driving gear with clearance pocket to accommodate transition gear, showing assembly side view with partial non-circular gears engaged

Fig 18A-18D Transition gears with void zones (partial non-circular gears)

18A - transition gears with two void zones in Up-shift scenario

18B - transition gears with one void zone in Up-shift scenario

18C - transition gears with two void zones in down-shift scenario

18D - transition gears with one void zone in down-shift scenario

18E - non-circular gear with six zones that includes two void zones to allow axial translation of the non-circular gear to engage by moving co-planer and to dis-engage by moving offset Fig 19- Schematic View of transmission with two partial transition conjugate gears for a full transition gear and circular gear pairs using dog clutch 53, with high speed circular gears engaged and transition gears fully disengaged

Fig 20A - 20F - Full transition gear engaged with one partial conjugate transition gear

20A- Full Non-circular gear for upshift with 1 zone and void zones

20B- Full Non-circular gear for downshift with 1 zone and void zones

20C- Full Non-circular gear for low speed with 2 zones and void zones

20D- Full Non-circular gear for high speed with 2 zones and void zones

20E- Full Non-circular gear for low speed with 2 zones and void zones

20F- Full Non-circular gear for high speed with 2 zones and void zones

Fig 21 A - 21D -Noncircular Gear Segments forming full transition gear with their respective shafts

21A-Complete Isometric 2 IB-Exploded Isometric 21C-Top View 21D-Bottom View

Fig 22 - 28 - Schematic view of transmission with multiple operating planes 1003 with each low- speed gear pair, transition gear pair and high-speed gear pair with their own operating plane 1003, showing various steps in shifting from low speed zone to high speed zone through upshift zone

Fig 22- Low speed circular gears engaged, and transition gears disengaged

Fig 23- Low speed circular gears engaged and Transition Gears in the process of being engaged when they reach low speed zone

Fig 24- Transition gears fully engaged at the end of low speed zone with low speed circular gears in the process of being disengaged

Fig 25- Transition gear passed up shift zone and having reached high speed zone and low speed circular gears fully disengaged

Fig 26- Transition gears in high speed zone and high-speed circular gears are in the process of being engaged Fig 27- Transition gears in the process of being disengaged when they are in high speed zone and high-speed circular gears fully engaged

Fig 28-High speed circular gears engaged, and transition gears disengaged

Fig 29 - 35 - Schematic view of transmission with multiple operating planes 1003 with each low- speed gear pair, transition gear pair and high-speed gear pair with their own operating plane 1003, showing various steps in shifting from high speed zone to low speed zone through down shift zone

Fig 29-High speed circular gears engaged, and transition gears disengaged

Fig 30- High speed circular gears engaged and Transition Gears in the process of being engaged when they reach high speed zone

Fig 31- Transition gears fully engaged and at the end of high-speed zone with high-speed circular gears in the process of being disengaged

Fig 32- Transition gear past down shift zone and reached low speed zone and high-speed circular gears fully disengaged

Fig 33- Transition gears in low-speed zone and low speed circular gears are in the process of being engaged

Fig 34- Transition gears in the process of being disengaged when they are in low-speed zone and low speed circular gears fully engaged

Fig 35- Low speed circular gears engaged, and transition gears fully disengaged

Fig 36- Schematic View of multi speed transmission with 3 transmission gear ratios showing 3 circular gear pairs and two non-circular transition gear pairs

Fig 37- Schematic View of transmission with abrupt transition with torsion spring between engine and the transmission and also between wheel and transmission

Fig 38 - Transmission with Duration Extender Module (DEM) using Geneva wheel mechanism

Fig 39 - Double DEM Transmission with non-circular gears

Fig 40 - Double DEM Transmission with non-circular gears

Fig 41- Isometric view Double DEM Transmission with non-circular gears

Fig 42 - 47 - Schematic view of transmission with One-way bearing 50 in the largest driven gear showing various steps in shifting from low-speed zone to high-speed zone through up-shift zone Fig 42 - (Low-Speed) smaller driving gear 13 is always engaged with larger driven gear.

The larger driven gear is attached to the driven shaft via a One-way bearing 50. Neither of these gears are segmented. The low-speed gears are active via One-way bearing.

Fig 43 - When the orientation of the transition gears reaches low-speed zone the transition gears are made to engage with its conjugate gear, in segments in a region when none of the teeth in that segment are meshed with the conjugate transition gear. At this moment both the transition gear and the low-speed gears via One-way bearing 50 are active

Fig 44 - As the driven gear increases in speed the low-speed gears becomes inactive because of the One-way bearing 50. The transition gear reaches the high-speed zone after passing thru the up-shift zone. The low-speed gears are inactive via One-way bearing 50

Fig 45 - When the transition gear reaches the high-speed zone, the larger driving gear, and the Smaller driven gear 16 are engaged, in segments in a region when none of the teeth in that segment are meshed with its conjugate gear. At this moment the transition gear and the high-speed gears are engaged. The low-speed gears are inactive via One-way bearing 50.

Fig 46 - While the larger driving gear engaged with the Smaller driven gear 16 and before the transition gears transition to down-shift zone, the transition gears are disengaged , in segments in a region when none of the teeth in that segment are meshed with the conjugate transition gear. The low-speed gears are inactive via One-way bearing.

Fig 47 - Transition to high-speed is achieved

Fig 48 - 53 - Schematic view of transmission with One-way bearing in the largest driven gear showing various steps in shifting from high speed zone to low speed zone through down-shift zone

Fig 48 - Shown: (High-Speed) larger driving gear engaged with Smaller driven gear 16. The low-speed gears are inactive via One-way bearing 50.

Fig 49 - While the larger driving gear engaged with the Smaller driven gear 16 and when the orientation of the transition gears reaches high-speed zone (the larger gear segment of the driving transition gear is engaged with the smaller gear segment of the driven transition gear), the transition gears are engaged, in segments in a region when none of the teeth in that segment are meshed with the conjugate transition gear. At this moment both the transition gear and the high-speed gears are engaged. The low-speed gears are inactive via One-way bearing 50. Fig 50 - Following immediately and before the transition gear changes to up-shift zone the driving larger gear is disengaged, in segments in a region when none of the teeth in that segment are meshed with the conjugate gear. The low-speed gears are inactive via One-way bearing 50.

Fig 51 - The transition gear reaches the low-speed zone after passing thru the down-shift zone. The low-speed gears are inactive via One-way bearing 50.

Fig 52 - Transition to low-speed is achieved

Fig 53 - Following immediately and before the transition gear changes to up-shift zone the driving transition gear is disengaged with, in segments in a region when none of the teeth in that segment are meshed with the conjugate transition gear. The low-speed gears are active via One-way bearing 50.

Fig. 54 - Double DEM transmission with Geneva wheels Fig. 55 - Single DEM transmission with Geneva wheels Fig. 56 - Single DEM transmission with Geneva wheels

Fig. 57 A- No DEM transmission with Geneva wheels with all driving gears with dog clutches and all driven rigidly connected to its shaft

Fig. 57 B - No DEM transmission with Geneva wheels with dog clutch on largest driving gear and one-way bearing on the smallest driven gear and all others rigidly connected to its shaft

Fig. 58 - Driven Geneva slot wheel 58 A - Front view 58B - Side View

Fig. 59A - 59B - Driving Geneva pin wheel 59 A - Front view 59B - Side View

Fig. 60A - 60B - Spiral flute collar

60 A - Front view

60B - Side View Fig. 61 A - 6 IB - Spiral flute collar and Geneva pin wheel with shaft and key Assy 61 A - Front view 6 IB - Side View

Fig. 61 C - 6 ID - Stepper motor Geneva pin wheel with shaft and key Assy 61C - Front view 6 ID - Side View

Fig. 62A - 62C - Driving Geneva slot & pin wheel with partial gear Assy 62 A - Top view 62B - Side View 62C - Isometric View

Fig. 63 - Isometric view Driving Geneva slot & pin wheel with coaxial partial gear Assy Fig. 64A - 64C - Driving Geneva slot & pin wheel with partial gear Assy 64 A - Front view 64B - Side View 64C - Isometric View

Fig. 65 A - 65E - Graphs showing angular velocity ratio of the Geneva pin and wheel mechanism over time

65A - Transition from lower to higher angular velocity ratio by ramping up

65B - Transition from higher to lower angular velocity ratio by ramping down

65C - Transition from lower to higher angular velocity ratio by ramping up followed by transition from higher to lower angular velocity ratio by ramping down

65D - Figure showing 2 cycles of the above (Fig 65C).

65E - Graph showing more than two areas of constant angular velocity ratio and transition from lower to higher angular velocity ratio and transition from higher to lower angular velocity ratio between them

Fig. 66 - General assembly isometric view for No DEM scenario using Geneva pin and slot wheels DETAILED DESCRIPTION OF THE INVENTION:

SUMMARY OF THE INVENTION List of Components:

1) Shaft for small driving gear

2) Shaft for small driven gear

3) Fixed small driving gear

4) Fixed small driven gear 4

5) Driving large gear segment

6) Driven large gear segment

7) Driving transition gear segment

8) Driven transition gear segment

9) Segment guide

10) Spring

11) Roller

12) Stopper

13) Smaller driving gear (shaftless)

14) Driving transition gear (crescent) with smaller driving gear 13 profile on the interior

15) Larger driving gear with smaller driving gear 13 profile on the interior with a pocket for transition gear

16) Smaller driven gear (shaftless)

17) Driven transition gear (crescent) with smaller driving gear 13 profile on the interior

18) Larger driven gear with smaller driving gear 13 profile on the interior with a pocket for transition gear

19) Driving non-circular shaft

20) Driven non-circular shaft

21) Driving transition gear fixed with non-circular orifice matching driving non-circular shaft

22) Driven transition gear segmented (full) with non-circular orifice matching driven non circular shaft

23) Driving small gear fixed with non-circular orifice matching driving non-circular shaft ) Driven small gear segmented (full) with non-circular orifice matching driven non circular shaft ) Driven large gear segmented (full) with non-circular orifice matching driven non circular shaft ) Driving large gear fixed with non-circular orifice matching driving non-circular shaft) Driving small gear rigidly fixed to driven shaft ) Driving transition gear with a void zone rigidly fixed to driven shaft ) Driving large gear rigidly fixed to driven shaft with a pocket for driven transition gear) Driven small gear segmented full allowing axial movement driving shaft ) Driven transition gear placed on a tubular shaft with a void zone rotationally locked allowing axial movement on driving shaft ) Driven large gear segmented full allowing axial movement with a pocket for driving transition gear on driving shaft ) Driving transition gear non-segmented with void zone with clearance hole for transition gear on the interior ) Driving transition gear non-segmented with void zone with clearance hole for transition gear on the interior ) Driving large gear with a pocket for driving transition gear, rigidly fixed ) Driven large gear with a pocket for driven transition gear, rigidly fixed ) Driving small gear segmented (full) ) Driven small gear segmented (full) ) Driving or driven full transition gear ) First driving or driven transition gear with one zone ) Second driving or driven transition gear with one zone ) First driving or driven transition gear with two zones ) Second driving or driven transition gear with two zones ) First driving or driven transition gear with three zones ) Second driving or driven transition gear with three zones ) Flanged tubular telescopic non-circular shaft for gear segments inner ) Flanged tubular telescopic non-circular shaft for gear segments small intermediate) Flanged tubular telescopic non-circular shaft for gear segments large intermediate) Flanged tubular telescopic non-circular shaft for gear segments outer ) One-way bearing 50 ) Torsion spring ) Train of gears ) Dog clutch ) Angular position sensor ) Small driving gear ) Large driving gear ) Small driven gear ) Large driven gear ) Duration extender module driving non-circular gear) Duration extender module driven non-circular gear) Duration extender module driving circular gear ) Duration extender module driven circular gear ) Driving circular gear ) Drive shaft ) Freewheeling conjugate driven gears ) Double DEM driving circular gear ) Intermediate shaft ) Segmented Freewheeling Double DEM driven gear) Freewheeling DEM driving non-circular gear ) Output shaft ) Freewheeling DEM driven non-circular gear ) Freewheeling DEM driving circular ring gear ) DEM intermediate circular planet gear ) Driving final output gear ) Driven final output gear ) Double DEM driving sprocket ) Double DEM driving chain ) Double DEM driven sprocket ) DEM driving Geneva pin wheel with retractable pins) Geneva- shaft ) DEM driven Geneva slot wheel ) DEM uninterrupted shifting wheel ) Double DEM driven gear ) Retractable pins ) Partial driving gear 86) Partial driven gear

87) NO DEM driving and driven gear sub assembly

88) NO DEM Geneva slot and pin wheel sub assembly

89) Spiral fluted collar

90) Stepper motor

Description of Assembly, Sub-assembly of components and their functions:

General arrangement and working principle:

The synchronous shifting is achieved by engaging the driving and the driven gears by aligning them in a single operating plane 1003 and disengaging them by offsetting one of them out of the operating plane 1003. There are three configurations to achieve this.

1) In the first configuration each of the gear pairs is co-planer and they are all made active or inactive by engaging or disengaging with their shafts with a dog clutch 53 individually.

2) In the second configuration the active gear pairs are moved to one common operating plane 1003.

3) In the third configuration there are multiple operating planes 1003 with the active and inactive gear pairs have their own operating plane 1003. The gear pairs are active when they are co-planer with each other, and they are inactive when placed at an offset with each other.

Below is a detailed description of each of these configurations.

1) Transmission using dog clutch:

Here a set of driving transmission gears along with driving non-circular gears are mounted on a drive shaft. A set of driven conjugate transmission gears along with driving non-circular gears are mounted on a driven shaft. One of the gears in each pair has a dog clutch 53 to engage or disengage with its shaft. For every pair of adjacent value of gears has a non-circular pair with its pitch curve having a region of both the circular gear’s pitch curves. These pitch curves are sandwiched with an up-shift ramp and a down-shift ramp. These ratios are cycled once for every rotation. The uninterrupted shifting is achieved when the non-circular gears, in its cycle matches with the pitch curve of the currently engaged circular transmission pairs, the non-circular gear is also simultaneously engaged with its shaft via its dog clutch 53. Then immediately the currently engaged circular pair is disengaged. After the non-circular gear passes thru the ramp and reaches the targeted ratio, the targeted circular gear is simultaneously engaged. Before the non-circular gear reaches the next ramping zone, it is disengaged with its shaft. Thus the shifting from the existing ratio to the targeted ratio is achieved uninterrupted.

2) Single operating plane: (Fig. 2 - 4)

With the driving and driven sets of several pairs of gears, the two smallest size full gears 13 and 16 are placed co-planer at a fixed center to center distance. Spring loaded gear segments forming full larger size gears are placed co-axial but offset to the full-size gears. The larger gears 15 and 18 have an orifice matching the gear profile of the smallest gear. These spring 10 loaded segments of larger gears 15 and 18 can be moved in and out of operating plane 1003 to achieve several input-to-output ratios.

A pair of driving and driven gear/gear segments are selected so that the center-to-center distance which is the sum of the radii of the driving and driven pairs is constant. If the driving or driven gear is to be changed from smaller to larger size, then the larger gear segments are slipped into the operating plane 1003 for one gear, and the larger gear segments are slipped out of the operating plane 1003 for the other gear so that two gears can mesh with each other. The offset planes of segments of gears of driving and driven sets are so placed so that the largest gears of both sets do not interfere with each other. This can be achieved by placing the segment of large gears are placed on either side of the gears are slipped in and out in the regions where driving and driven gears are not in contact. Since the gear teeth are not loaded there is negligible friction to overcome to slide them in to the operating plane 1003. In order for the teeth of the driving and driven gears to mesh exactly, the gears may have to be rotated to a certain correct position. This can be achieved using sensors and computer-controlled solenoids. While switching from one ratio to another the gears will experience sudden change in rotational speed, and this will deteriorate the life of the gears. To eliminate this the driving or the driven shaft is fitted with a rotational shock absorber such as a torsion spring 51. Another way to solve this is to use an intermediate non-circular gear to ramp up or ramp down from the active ratio to the targeted ratio. The non-circular gear will have four zones.

Namely a) low-speed zone, where the low-speed zone has the lower of the two gear ratios of the two circular gear pairs b) high-speed zone, has the higher of the two gear ratios of the two circular gear pairs, separated by ramping up of the gear ratio during the c) up-shift zone, and ramping down of the gear ratio during the d) down-shift zone,

Since this non-circular gear or otherwise known as transition gear 14 and 17 with its rotational origin having an orifice of the smallest gear and also matching the portion of the contour, the shape is like a “crescent” as shown in Fig. 5A and 6B. These crescent shaped non-circular gears 14 and 17 can be packaged inside the larger gears 15 and 18 to minimize the overall size of the transmission.

An alternative way to having a small gear profile is to place the driving and driven transition gear segments 7 and 8 on a non-circular telescopic tubular shaft 46, 47, 48 and 49 as shown in Fig. 21A and 21B.

Here the ideal orientation for the up-shift zone and the down-shift zone occurs in cycles. This happens when the driving gear and the driven gear finish a complete revolution at the same time. Because in low speed or high speed the driving gear shaft and the driven gear shaft rotate at a different rate. However, the requirement for the non-circular gear to work they have to rotate at a constant speed (1 : 1). So, the ideal time to use the non-circular gear is cyclic.

Here the up-shift is achieved by a) With the lower speed being active, that is the smaller driving gear 13 is engaged with the larger driven gear 18, them being co-planer b) During the ideal cycle time for the up-shift the crescent shaped non-circular gears 14 and 17 are slipped into the same operating plane 1003, during up-shift zone, de activating the lower speed gear. c) When the non-circular gears 14 and 17 reach the high-speed range, the high-speed gears 15 and 16 are slipped in to the operating plane 1003, achieving high-speed.

Similarly, the down-shift is achieved by a) With the higher speed being active, that is the larger driving gear 15 is engaged with the smaller driven gear 16, them being co-planer b) During the ideal cycle time for the down-shift the crescent shaped non-circular gears 14 and 17 are slipped into the same operating plane 1003, during down-shift zone, de activating the lower speed gear. c) When the non-circular gears 14 and 17 reach the low-speed range, the low-speed gears 13 and 18 are slipped in to the operating plane 1003, achieving low-speed.

Fig. 1 shows the front view and the side view of the general construction of this concept. Fig. 2 shows the gear placement for the low-speed. Fig. 3 and 8 shows gear placement of the up shift or the down-shift and Fig. 4 shows the gear placement for the high-speed. Fig. 7 shows that the crescent shaped transition gear along with the large gear without the high-speed zone for the driving and the large gear without the low-speed zone form a full driving and driven gear respectively.

3) Multiple operating planes Fig. 9 - 12 and 13 - 16: - Here, there are two ways of operating this. Gears pairs are placed offset and made co-planer only when desired to make them active. Every gear pair has its own operating plane 1003. The gear pairs are engaged or disengaged by making them co-planer or offset. Here driving or driven or both sets of gears are segmented. All the segments of each gear form a full gear. Each segment is capable of axially moving individually. In order to engage or disengage, each segment is individually moved in or out of the operating plane 1003 one at a time. This is done when none of the teeth in that segment is in contact with its conjugate. This way even helical gear can be brought in alignment to mesh with each other. Since the gear teeth are not loaded there is negligible friction to overcome to slide them in to the operating plane.

Here also for every two pairs of driving and driven circular gears 23, 24, 25, 26 with adjacent gear ratio values, there is a non-circular gear pair 21 and 22 with four gear ratio zones. They are a) Low-speed zone. This zone has the lower of the two gear ratios of the two circular gear pairs b) High-speed zone. This zone has the higher of the two gear ratios of the two circular gear pairs. c) Up-shift zone. The low-speed zone and the high-speed zone are separated by this up-shift zone and d) Down-shift zone. The high-speed zone and the low speed zone are separated by this down-shift zone.

It is sufficient if only one gear in the pair is segmented, for example segmented gears 22, 24 and 26 in Fig. 9 - 12. It does not matter if that is a driving or a driven gear. The other gear can be a single piece attached rigidly to its shaft.

Fig. 9 shows the gear placement for the low-speed. Fig.10 shows gear placement of the up-shift, Fig. 11 shows gear placement for the down-shift and Fig. 12 shows the gear placement for the high-speed. The construction of the segmented gear is explained below. Here the gear segments each are attached to a non-circular tubular telescopic shaft 46, 47, 48 and 49. These tubular shafts 46, 47, 48 and 49 are co-axial with each other. These tubes allow axial movement of the individual segment while restricting relative rotation. These tubular telescopic shafts 46, 47, 48 and 49 are notched at the joining location where it makes a partial contact with the gear segments. This is to eliminate interference during the segments are translated individually axially. The length of the notch is slightly more that the thickness of the gear segments to clear each other. The inner most tubular shaft 46 has its orifice matching the non circular shaft 19 or 20 it is mounted on. Such that it is rotationally locked while axially movement is possible. This construction is same for the circular and the non-circular gears which are segmented. The tubular shafts 46, 47, 48 and 49 have a flange at the attachment plane where it is bolted to the individual gear segment, as shown if Fig. 21 A, 21B and 21C. Fig. 21D shows the arrangement of the gear segments without the tubular shafts 46, 47, 48 and 49. The non circular hole formed by these segments match the cross section of the shaft it is mounted on. The hole is clearance to allow axial translation of the segments on its shaft. This construction will allow translation of any segment at random and in any sequence.

Segmentation of the transition gear can be eliminated if either driving or the driven transition has a void zone where there is no contact with its conjugate in that zone. The transition gear can be moved into or out of operating plane 1003 when the void zone is active.

The transition gear can be placed on a non-circular tube with an orifice matching the cross section of the non-circular shaft it is placed on and it can be moved into the pocket in the large gear to decrease the overall size of the transmission. This will help if there is a limited space for the transmission in the engine compartment.

Fig. 15 shows the gear placement for the low-speed. Fig. 13 shows gear placement of the up shift, Fig. 16 shows gear placement for the down-shift and Fig. 14 shows the gear placement for the high-speed.

Fig 17, 18A and 18B show without the low-speed zone. Fig. 18C and 18D show without the low speed zone and the down-shift zone. If a One-way bearing 50 is placed on the low-speed driven gear the need for the low-speed zone and also the down-shift zone in the transition gear can be eliminated.

Fig. 18E shows the non-circular gear with six zones that includes two void zones to allow axial translation of the non-circular gear to engage by moving co-planer and to dis-engage by moving offset Fig. 18F shows the non-circular gear with eight zones where two void zones, one separating the low-speed zone followed by ramp-up zone and then followed high-speed zone and the other separating the high-speed zone followed by ramp-down zone and then followed low-speed zone.

The same can be achieved with a full transition gear 39 with two conjugates 40/42/44 and

41/43/45, one without up-shift zone and high-speed zone and the other without down shift zone and without the low-speed zone. They can be made co-planer with either one depending on if the transition is from low-speed to high-speed or high-speed to low- speed. Here either the full gear can be axially moved to be co-planer with either one of the conjugates with void zone able to be moved to be co-planer with the full gear. Fig. 19 shows the placement of gears for this scenario. Fig. 20A, 20C and 20E shows active up shift without 1 or 2 or 3 zones respectively. Fig. 20B, 20D and 20F shows active down shift without 1 or 2 or 3 zones respectively.

This concept can be extended for multi speed transmission with more than two speeds as shown in Fig. 36.

Since an electric motor in an electric car, the RPM can be drastically increased or reduced relatively quickly when compared with an IC engine, the effect of sudden change without a transition gear can be acceptable. Only the high-speed gears can be moved into or out of their operating plane 1003 while the low-speed gears remain co-planer with a One-way bearing 50 placed at the low-speed driven gear. A Torsion spring 51 can be placed on the driving and the driven shaft, one close to the engine and another close to the wheel to minimize the effect of sudden impact during up-shift or down-shift. As discussed above, placing a One-way bearing 50 on the low-speed driven gear will not permit engine braking and regenerative braking. So, a dog clutch 53 can be placed at the driven low- speed gear engaging the driven shaft to the driven low-speed at the moment when the engine braking or the regenerative braking is required. This concept is shown in Fig. 37.

Below is the working concept of the multiple operating plane 1003 scenario with each low-speed gear pair, transition gear pair and high-speed gear pair with their own operating plane 1003.

Here up-shift is achieved by following steps: (shown in Fig. 22 - Fig. 28) a) while the low-speed circular gears are engaged. b) When the non-circular gears reach the low-speed zone and are in the correct cyclic orientation for teeth engagement, the non-circular gears are also engaged in the non- circular gear operating plane 1003. These are brought into the operating plane 1003 in segments, when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear. c) Before the non-circular gear pair transitions to the up-shift zone the lower-ratio circular gear pair is disengaged. These are brought out of the operating plane 1003 in segments when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear. d) When the non-circular gear pair reaches the high-speed zone after passing thru the up shift zone. e) Now, the higher gear ratio circular gear pair is also engaged, in segments when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear, and f) When the higher gear ratio circular gear pair is engaged the non-circular gears are disengaged. With this high-speed ratio is achieved.

Similarly, the down-shift is achieved by the following steps: (shown in Fig. 29 thru Fig 35) a) While the high-speed circular gears are engaged. b) When the non-circular gears reach the high-speed zone and are in the correct cyclic orientation for teeth engagement, the non-circular gears are also engaged in the non circular gear operating plane 1003. These are brought into the operating plane 1003 in segments, when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear. c) Before the non-circular gear pair transitions to the down-shift zone the higher-ratio circular gear pair is disengaged. These are brought out of the operating plane 1003 in segments when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear. d) When the non-circular gear pair reaches the low-speed zone after passing thru the down-shift zone. e) Now, the lower gear ratio circular gear pair is also engaged, in segments when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear, and f) When the lower gear ratio circular gear pair is engaged the non-circular gears are disengaged. With this low-speed ratio is achieved.

By placing a one way bearing in the largest driven gear engaging and disengaging the low-speed gears can be eliminated from all the above steps. This scenario is shown in Fig. 42 thru 47 for up- shift and Fig. 48 thru Fig. 53 for down-shift. One drawback is that, this does not allow engine braking. This can be overcome by adding a dog clutch 53 to engage the driven shaft to the largest gear when engine braking is desired. It can be programmed to engage the dog clutch 53 during when regenerative braking is activated.

Another option for multiple plane scenario is that the circular gear pairs stay meshed in the operating plane 1003 with a dog clutch 53 placed either on the driving gear or on the driven gear and engage with its shaft only during activating the gear pair. Only the non-circular gears are moved into or out of the operating plane 1003.

In this case the up-shift is achieved by following steps: a) While the high-speed circular gear pair is engaged by engaging with its shaft via the dog clutch 53 and b) when the non-circular gear pair reach the high-speed zone and are in the correct cyclic orientation for teeth engagement, the non-circular gears are also made to engage by moving it into the operating plane 1003, in segments, when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear. c) Following immediately and before the non-circular gear pair transitions to down-shift zone the high-speed circular gear pair is disengaged by disengaging with its shaft via the dog clutch 53 and d) when the non-circular gear pair reaches the low-speed zone after passing thru the down-shift zone. e) The low speed circular gear pair is also engaged by engaging with its shaft via the dog clutch 53. f) While the low-speed circular gear pair is engaged the non-circular gears are disengaged by moving out of the operating plane 1003, in segments, when none of the teeth in that segment is in contact with the conjugate gear teeth, achieving low-speed ratio.

The down-shift is achieved by following steps: a) While the low-speed circular gear pair is engaged by engaging with its shaft via the dog clutch 53 and b) when the non-circular gear pair reach the low-speed zone and are in the correct cyclic orientation for teeth engagement, the non-circular gears are also made to engage by moving it into the operating plane 1003, in segments, when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear. c) Following immediately and before the non-circular gear pair transitions to up-shift zone the low-speed circular gear pair is disengaged by disengaging with its shaft via the dog clutch 53 and d) when the non-circular gear pair reaches the high-speed zone after passing thru the down-shift zone. e) The high-speed circular gear pair is also engaged by engaging with its shaft via the dog clutch 53. f) While the high-speed circular gear pair is engaged the non-circular gears are disengaged by moving out of the operating plane 1003, in segments, when none of the teeth in that segment is in contact with the conjugate gear teeth, achieving low-speed ratio.

Again, here by placing a one way bearing in the largest driven gear engaging and disengaging the low-speed gears can be eliminated from all the above steps. And to overcome the engine braking issue a dog clutch 53 can be used and activated at the low-speed largest driven gear when engine braking is desired, via a computer controller.

When segmentation is not desired the non-circular pair can have locally a void zone where the teeth are removed below the dedendum of the tooth. The non-circular gear does not make contact with the conjugate non-circular gear at this void zone. The non-circular gear is axially moved into or out of the operating plane 1003 when the non-circular pair is in the void zone. The non circular gear can be in addition to the four zones or replacing one of the zones. When the void zone is replacing one of the zones, two or more non-circular gears will be conjugates to a full non-circular gear. If the void zone replaces up shift zone this can be paired with the full non circular gear during down-shift and if the void zone replaces the down-shift zone this can be paired with the full non-circular gear during up-shift. If the void zone is replacing low speed zone, a One-way bearing 50 installed at the largest driven gear will fulfill the need for this missing zone. Again, here by adding a dog clutch 53 to engage the largest driven gear to its shaft for engine braking.

Electric motors spin at a very high speed when compared with ICEs. In all the scenarios mentioned earlier, the shifting occurs in nano seconds. It may be beneficial if this duration can be extended so it allows more time for the shifting to occur. The following arrangements with a “duration extender module” extend the duration for the shifting. Here uninterrupted shifting of two-speed transmission is explained. The same idea can be extended to more than two-speed transmission. The general arrangement is

1) a set of circular Transmission Driving circular gears varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven circular gears placed on bearings so they freewheel on the driven shaft. The largest driven circular gear is placed on a One-way bearing 50 on the driven shaft. The driven shaft is placed parallel to the axis of the driving shaft, at a distance (CTR) equal to the sums of the radii of the conjugate pair. These driven gears have the ability to engage or disengage with the driven shaft via a dog clutch 53. Here there is no need for a synchronizer since the engagement and dis-engagement occurs when the shaft and the driven gears rotate at a same angular velocity. So just a dog clutch 53 will be sufficient. There is one dog clutch 53 for each one of the driven gears so that they can be engaged or disengaged independently in any order with respect to each other. For every two pairs of transmission driving and driven circular gears with adjacent gear ratio value, there is a Duration Extender Module.

The duration extender module comprises

1) Duration Extender Module Driving Non-Circular Gear placed on a bearing on the driven shaft and is rigidly attached to the larger driven gear of the low-speed gear pair. This larger driven gear of the low-speed gear is placed on a One-way bearing 50 on the driven shaft. It is meshed with the duration extender module driven non-circular gear that is placed on the driven gear with a bearing so that it free wheels. The non-circular gear pair has four gear ratio zones.

They are in the order

1) low-speed zone,

2) up-shift zone,

3) high-speed zone and

4) down-shift zone.

Here the low-speed zone has the lower of the two gear ratios of the two circular gear pairs. The high-speed zone has the higher of the two gear ratios of the two circular gear pairs. They are separated by ramping up from lower ratio to the higher ratio. This is used during an up shift operation. The ramping down from the higher ratio to the lower ratio. This is used during a down-shift operation.

The driven non-circular gear is meshed with the driving non-circular gear and is placed on the driving shaft with a bearing, so it freewheels. A Duration Extender Module Driving Circular Gear axially connected to the Duration Extender Module Driven Non-Circular Gear.

This meshes to a corresponding Duration Extender Module Driven Circular Gear that is mounted, on the Driven Shaft. It is rotationally locked with the ability to axially translate to be co-planer to engage or to be offset to disengage with the freewheeling Duration Extender Module Driving Circular Gear. with this arrangement the angular velocity of the Duration Extender Module Driving Circular Gear constantly alters between the angular velocity of the two circular transmission driving gear ramping up and down. Here the Duration Extender Module Driving and driven Circular Gears have identical pitch curve as the higher speed transmission driving and driven circular gears respectively.

The same arrangements can be used with three dog clutch 53 which connect the Duration Extender Module Driven Circular Gear and both the transmission gears to the driven shaft individually. Since moving of the Duration Extender Module Driven Circular Gear axially require segmentation, the other option is to use dog clutch 53 individually.

Here the sequence for an uninterrupted shift from existing gear ratio to a targeted gear ratio, is achieved by,

A) With the Driven Shaft engaged to one of the existing Transmission Driven gear.

B) when the angular velocity of the Duration Extender Module Driving Circular Gear is same as the angular velocity of the currently engaged Transmission Driving Gear and synchronized the Duration Extender Module Driven Circular Gear meshes with Duration Extender Module Driven Circular Gear and

C) immediately the currently engaged Transmission Driven Gear is disengaged from the Driven Shaft while the currently engaged Duration Extender Module Driven Circular Gear is still in the same region and

D) after the Duration Extender Module Driven Circular Gear passes thru the ramp region and reaches and is well within region of the targeted Transmission Driven Gear’s angular velocity and synchronized, the Transmission Driven Gear with the targeted ratio is also engaged to the Driven Shaft and

E) immediately the Duration Extender Module Driven Circular Gear is disengaged from the Driven Shaft while in the same region achieving uninterrupted shifting.

Double DEM Transmission with non-circular gears

A set of driving circular gears 63 are rigidly mounted on a drive shaft 64. Correspondingly, there is a set of freewheeling conjugate driven gears 65. A double DEM driving circular gear 66 is axially attached to one of them. The freewheeling conjugate driven gears 65 and the double DEM driving circular gear 66 each use a dog clutch 53 53 to engage or disengage with the intermediate shaft 67 they are mounted on. The largest gear is placed on a One-way bearing 50 50. A segmented freewheeling double DEM driven gear 68, that is capable of moving axially out of or into an operating plane 1003 with the double DEM driving circular gear 66, is axially attached to a freewheeling DEM driving non-circular gear 69. The segmented freewheeling double DEM driven gear 68 and the double DEM driving circular gear 66 are both placed on an output-shaft 70. The freewheeling DEM driving non-circular gear 69 meshes with a freewheeling DEM driven non-circular gear 71 which is axially linked with a freewheeling DEM driving circular ring gear 72. Both the freewheeling DEM driving circular ring gear 72 and the freewheeling DEM driven non-circular gear 71 are both mounted on the drive-shaft 64. The DEM driving circular ring gear 72 meshes with a DEM intermediate circular planet gear 74 rigidly mounted on the intermediate shaft 67 where a driving final output gear 75 that is rigidly mounted on the intermediate shaft, drives a driven final output gear 76.

Single DEM transmission with Geneva wheels

A set of driving circular gears 63 are rigidly mounted on a drive-shaft 64. There is a set of freewheeling conjugate driven gears 65 each having a dog clutch 53 to engage or disengage with an output shaft 70 they are mounted on. The largest gear is placed on a One-way bearing 50 and is axially attached to a DEM driving Geneva pin wheel with retractable pins 79. The retractable pins are operated via solenoids. The DEM driving Geneva pin wheel 79 engages with DEM driven Geneva slot wheel 81, mounted on a Geneva shaft 80 along with a DEM uninterrupted shifting wheel 82 that drives a driven final output gear 75 which is mounted on the output shaft 70.

The Geneva pin wheel has non-circular pins that are capable of extending into and retracting from the Geneva slot wheel and driving it. The Geneva slot wheel having at least one slot when engaged with the pin causing the wheel to ramp up from R1 to R2 and at least one slot causing the wheel to ramp down from R2 to Rl, where, R1 and R2 are the ratio of the driving circular gears to the conjugate driven gears.

The sequence for an uninterrupted shift from existing gear ratio to a targeted gear ratio, is achieved by,

A) With the intermediate Shaft engaged to one of the conjugate driven gear,

B) when the angular velocity of the driven final output gear is same as the angular velocity of the currently engaged conjugate driven gear and synchronized to match the position of the pin and the slot the driven final output gear engages with the intermediate shaft via a dog clutch and C) immediately the currently engaged conjugate driven gear is disengaged from the intermediate shaft while the currently engaged driven final output gear is still in the same region and

D) after the driven final output gear passes thru the ramp region and reaches and is well within region of the targeted conjugate driven gear’s angular velocity and synchronized, the conjugate driven gear with the targeted ratio is also engaged to the intermediate Shaft via a dog clutch and

E) immediately the driven final output gear is disengaged from the intermediate shaft while in the same region achieving uninterrupted shifting.

Double DEM transmission with Geneva wheels

A set of driving circular gears 63 are rigidly mounted on a drive shaft 64. Correspondingly, there is a set of freewheeling conjugate driven gears 65. A double DEM driving circular gear 66 is axially attached to one of them. The freewheeling conjugate driven gears 65 and the double DEM driving circular gear 66 each use a dog clutch 53 to engage or disengage with the intermediate shaft 67 they are mounted on. The largest gear is placed on a One-way bearing 50. A double DEM driven gear 83 meshing with the double DEM driving circular gear 66, is axially attached to a DEM driving Geneva pin wheel with retractable pins 79. The double DEM driven gear 83 and the double DEM driving circular gear 66 are both placed on a Geneva shaft 80. The DEM driving Geneva pin wheel 79 engages with a DEM driven Geneva slot wheel 81 which is axially linked with a DEM uninterrupted shifting wheel 82 via a train of gears 52. Both the DEM uninterrupted shifting wheel 82 and the DEM driven Geneva slot wheel 81 are both mounted on the intermediate shaft 64. A driving final output gear 75 that is rigidly mounted on the intermediate shaft 67, drives a driven final output gear 76 rigidly mounted on an output shaft 70.

Here the Geneva pin wheel has non-circular pins that are capable of extending into and retracting from the Geneva slot wheel driving it. When the pins are retracted the Geneva pin wheel does not engage with the Geneva slot wheel. The pins are extended only when the shifting is desired. The Geneva slot wheel has at least one slot causing the wheel to ramp from an angular velocity ratio of 1 : 1 between the Geneva pin wheel and the Geneva slot wheel to a ratio 1 :(R1/R2), and at least one slot causing the wheel to ramp from (R1/R2): 1 to a ratio 1:1, where, R1 and R2 are the angular velocity ratio of the driving circular gears to the conjugate driven circular gears.

The sequence for an uninterrupted shift from existing gear ratio to a targeted gear ratio, is achieved by,

A) With the intermediate Shaft engaged to one of the conjugate driven gear, B) when the angular velocity of the driving final output gear is same as the angular velocity of the currently engaged conjugate driven gear and synchronized to match the position of the pin and the slot the driving final output gear engages with the intermediate shaft via a dog clutch and

C) immediately the currently engaged conjugate driven gear is disengaged from the intermediate shaft while the currently engaged driving final output gear is still in the same region and

D) after the driving final output gear passes thru the ramp region and reaches and is well within region of the targeted conjugate driven gear’s angular velocity and synchronized, the conjugate driven gear with the targeted ratio is also engaged to the intermediate Shaft via a dog clutch and

E) immediately the driving final output gear is disengaged from the intermediate shaft while in the same region achieving uninterrupted shifting.

Geneva wheel mechanism with NO DEM with Geneva pin and slot wheel

A set of driving gears and one or more Geneva pin wheels with retractable pins are rigidly mounted on a drive shaft and a set of conjugate driven gears along with one or more Geneva slot wheels is mounted on the driven shaft. Either the driving gears, or the driven gears, or both driving and driven gears have the capability to selectively engage with their respective shaft via a clutch/ dog clutch or any other means. The Geneva pin wheels or slot wheels or both pin and slot wheels are either rigidly attached via a dog clutch or clutch or any other means, or have the capability to engage or disengage with their respective shaft. If there are only two angular velocity ratios for the transmission, the most inexpensive option with the least number of components is to make the largest driving gear with the ability to selectively engage to its shaft and the largest driven gear with a one way bearing, and the Geneva pin and slot wheels rigidly connected to their respective shafts. The path of the Geneva slots are shaped such that the pin wheels rotate the slot wheels at constant angular velocity ratios of the gear pairs sandwiching a ramp up or a ramp down region to reach the targeted ratio. These are functional regions since they are used to transition the angular velocity ratio from one value to the immediate next value required. The Geneva pin and wheel mechanism has two or more regions of constant angular velocity ratio and two or more regions of ramp. Having a separate Geneva pin wheel and slot wheel for each ramp, whether up or down, will be the most practical and easiest way to implement this. The Geneva pins are retractable and can be circular or non-circular in cross- section. If the Geneva pins are non-retractable, an alternative way to achieve the above is by using dog clutch or synchronized clutch or similar devices. The transition from lower to higher angular velocity ratio by ramping up is shown in Fig. 65A. The transition from higher to lower angular velocity ratio by ramping down is shown in Fig. 65B. In the region denoted by 1000 only Geneva pin and slot wheels are active and engaged with the Geneva pins are extended. In the region denoted by 1002 only driving and driven transmission gears are active and engaged. In the region denoted by 1001, Geneva pin and slot wheels as well as driving and driven transmission gears are active and engaged with an overlap and the Geneva pins are extended.

Figure 65C shows the transition from lower to higher angular velocity ratio by ramping up followed by transition from higher to lower angular velocity ratio by ramping down. Figure 65E shows more than two areas of constant angular velocity ratio and transition from lower to higher angular velocity ratio and transition from higher to lower angular velocity ratio between the regions of constant angular velocity.

The sequence for achieving an uninterrupted shift from existing gear ratio to a targeted gear ratio is as follows:

A) With the existing driven gear engaged to its shaft and the conjugate driving gear,

B) When the Geneva pin and slot wheels are oriented to synchronize with the existing gear ratio, the Geneva pins are extended to engage with the slot that ramps to the targeted ratio ramping from existing ratio to the targeted ratio

C) Immediately either the currently engaged conjugate driven gear or the driving gear is disengaged from its shaft and the angular velocity ratio of the Geneva pin and slot wheels ramps to the targeted ratio.

D) when the Geneva pin and slot wheel mechanism is well within region of the targeted ratio and synchronized with the targeted ratio, the driving gear and the conjugate driven gear with the targeted ratio are also engaged to their respective shafts via a dog clutch or clutch or any other means and

E) Immediately the Geneva slot and pin wheels are disengaged by retrieving the pins (84) achieving uninterrupted shifting.

For “N” number of gear pairs 87 we can use “N-l” Geneva pin and slot wheels where each pair is used to ramp us as well as ramp down. We will need twice the number of Geneva pin and slot wheels if each is used to either ramp up or ramp down and not both. NO DEM Geneva pin/slot wheel assembly 88 is shown in Fig. 57A and 57B. Alternatively, all the driving and driven gears and the Geneva pin and slot wheels all have an ability to engage or disengage with their respective shaft via a dog clutch or synchronous clutch and all the driven gears and the Geneva slot wheels are rigidly mounted onto the driven shafts or all the driven gears and the Geneva slot wheels are have an ability to engage or disengage with the driving shaft via a dog clutch or synchronous clutch and all the driven gears and the Geneva slot wheels are rigidly mounted onto the driven shafts (vice versa). The largest driven gear is placed on a one-way bearing so that disengaging that gear to its shaft is unnecessary. The retractable pins are activated via solenoid valves controlled by a controller that uses position sensor placed on the gears to determine the timing of extending or retracting the pins. In addition to the functional region there is a non-functional region where the Geneva pin wheel has additionally one or more pins on the Geneva pin wheel and additional one or more slots on the Geneva slot wheel to rotate Geneva slot wheel rapidly and simultaneously disengaging the Geneva pin and slot wheels to complete a full rotation such that the rotation ratio of the Geneva pin wheel to the rotation of the Geneva slot wheel is an integer or a reciprocal of an integer.

These slots can be radial since this a nonfunctional region and the rate at which this is achieved is not important.

In all the scenarios, instead of using retracting pins an alternate way to disengage the Geneva wheels can be achieved by disengaging the Geneva pin and slot wheels with a clutch or dog clutch.

All gears are either installed rigidly or via a one way bearing or with a clutch with synchro or dog clutch, to its shaft. The one-way bearing includes the one way bearing that is capable of all the selectable operating modes such as freewheeling clock wise, freewheeling counter clock wise, freewheeling both clock wise and counter clock wise and totally locking. This technology is currently known as multi-mode clutch module (MMCM) that uses a cam to select the operating mode. This makes the one-way bearing switch mode when the engine or the electric motor switches direction.

The Geneva pin wheel has spiral flutes on the ID. A matching spiral fluted collar 89 is sandwiched between the Geneva pin wheel and the driving shaft. An axial movement of the spiral fluted collar with respect to the Geneva pin wheel will cause a rotation of the Geneva pin wheel with respect to the driving shaft. The ability to rotate Geneva slot wheel with respect to its shaft will allow precise engagement of the pins to the Geneva slot wheel 61. This also can be achieved with a stepper motor with position sensors. There are also several other ways to achieve this. The Geneva pinwheel and the slot wheel can also be rotated with respect to their shafts with a stepper motor 90 while they are disengaged with their respected shafts via dog clutch/synchronizer clutch. After they are oriented to a precise engaging location for the transition they can be engaged back to their shafts via the dog clutch/synchronizer clutch as shown in Figures 61C and 6 ID.

To allow repetition of the up shift or down shift scenario it is desirable to have the driving and driven pin and slot wheel to complete an integer rotation. In other words, the rotation ratio of the driving and driven pin and slot wheel is an integer or a reciprocal of an integer. To bring the driving and the driven pin and slot wheel to an integer or a reciprocal of an integer rotation a partial circular gear 85 and 86(driving and driven) or an additional a radial or straight Geneva slot/slots and pin/pins can be used to bring the driven slot wheel to an integer or a reciprocal of an integer rotation (as shown in Fig 60 & 61). If the path of the slot interferes with any pin at any point during the upshift / down shift cycle, the pins can be retracted to eliminate the interference.

In all scenarios smallest driving gear and/or largest driven gear [any driving and/or driven] are optionally placed on a one-way bearing.

In all scenarios, all gears have the option of having a one way bearing to the shaft.

Geneva pin wheel and Geneva slot wheel with a slot with a specific geometry/path can be used in place of non-circular gears or circular gears.