11TITLE OF INVENTION:

Pseudo Continuously Variable Transmission

Applicants

Names:

RAJA RAMANUJAM RAJENDRAN CITIZENSHIP: USA

RESIDENCE: 5179 SHADY CREEK DRIVE

TROY, MICHIGAN, 48085

2. PRASHANTH RAM RAJENDRAN PhD ABD

CITIZENSHIP: USA

RESIDENCE: 5179 SHADY CREEK DRIVE

TROY, MICHIGAN, 48085

CROSS REFERENCE TO RELATED APPLICATIONS

1. Provisional Application

Application Number: 62/859,095

Title: Pseudo Continuously Variable Transmission, a Multi Speed Transmission capable of Uninterrupted Shifting (MSTUS).

BACKGROUND OF THE INVENTION:

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 chainchain/belt 2 is made to travel axially using a derailleur to align with a specific sprocket. Another way to achieve this will be to keep the chainchain/belt 2 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 larger size gears including non-circular gears are moved in and out of operating plane to achieve several input to output ratios. Same concept can be applied to pulleys too. With gears, pulleys or sprockets, this idea can be applied not just for bicycle application but also to automotive and other applications.

DESCRIPTION OF THE RELATED ART BRIEF SUMMARY OF THE INVENTION:

Today, several Continuously Variable Transmissions exist that use a belt and variable diameter pulleys that totally relay on friction between the belt and the pulley to transmit power, offering infinite input to output ratios. These current inventions do not fall under the category “Continuously” Variable Transmission since they have a discrete number of ratios rather than infinite ratios. Each of them uses multiple sprockets on driving and the driven ends while only one sprocket is active at both the ends at any given time. By swapping between larger and smaller sprocket the input to output ratio is changed. When shifting from one ratio to another, the change is continuous and gradual. Hence the name Pseudo Continuously Variable Transmission. Similarly, with driving and driven sets of gears, two smallest size full gears are placed co-planer at a fixed center to center distance. Segments forming full larger size gears are placed co-axial but offset to the full-size gears. These spring-loaded segments of larger gears can be moved in and out of operating plane to achieve several input to output ratios.

Similarly,

Cage pins / Geneva pins also can be used in place of segments of sprockets/gears to work with cycloidal disk / Geneva wheel.

Also, when segmentation of the gears is not desired,

smooth uninterrupted shifting of gears can also be achieved by mounting all the driving gears (along with non-circular gears) on one shaft, namely drive shaft, and all the driven gears (along with non-circular gears) placed free-wheeling on another shaft, namely Driven Shaft. The non- circular gear pairs (driving and driven) have regions where two or more constant ratios are preceded and followed by acceleration and deceleration regions. The constant regions have the same ratios of the circular gear pairs. The ramp up and/or ramp down regions connect one ratio to the next smaller or next larger ratio, as appropriate. The Driven Shaft is linked with appropriate driven gear(s). When shifting from one ratio to another ratio it is sequenced via the non-circular gear pair that has the ratio of the region of exiting ratio and the ratio that is transitioned to.

These concepts and detailed operation are explained in Detailed Description of the Invention. BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS:

Fig 1– Achieving MSTUS with Chain and Sprocket

Fig 2 - Achieving MSTUS with gears

Fig 3 - Achieving MSTUS with Geneva pin wheel and slot wheel

Fig 4– MSTUS concept for a chain and sprocket transmission using chains and sprockets with Duration Extender Module (DEM)

Fig 5 - MSTUS concept for a gear transmission using gears with Duration Extender Module (DEM)

Fig 6A– MSTUS with driving and driven circular and non-circular gear, without DEM without Linking Mechanism

Fig 6B– ABOVE with axial Linking Mechanism between driving shaft and DEM driving shaft Fig 7A - MSTUS with DEM without Linking Mechanism

Fig 7B - MSTUS with DEM with Linking Mechanism linking driving shaft to speed reduction gear Fig 7C - MSTUS with DEM with Linking Mechanism axially linking speed reduction gear to DEM

Fig 7D- MSTUS with DEM with Linking Mechanism linking driving shaft to speed reduction gear and with DEM with Linking Mechanism axially linking speed reduction gear to DEM Fig 8A - MSTUS with DEM without Linking Mechanism with multiple layers of speed reduction Fig 8B - MSTUS with DEM with Linking Mechanism linking driving shaft to speed reduction gear with multiple layers of speed reduction

Fig 8C - MSTUS with DEM with Linking Mechanism axially linking speed reduction gear to DEM with multiple layers of speed reduction

Fig 8D - MSTUS with DEM with Linking Mechanism linking driving shaft to speed reduction gear with multiple layers of speed reduction and with DEM with Linking Mechanism axially linking speed reduction gear to DEM with multiple layers of speed reduction

Fig 9A - MSTUS with DEM without Linking Mechanism using transmission gears as speed reduction gears, with common set of non-circular gears for all ratios

Fig 9B– MSTUS with DEM using transmission gears as speed reduction gears, with common set of non-circular gears for all ratios with linking mechanism between driving shaft and DEM driving gear

Fig 9C - MSTUS with DEM with Linking Mechanism axially linking speed reduction gear to DEM, using transmission gears as speed reduction gears

Fig 9D MSTUS with DEM using transmission gears as speed reduction gears, with common set of non-circular gears for all ratios with linking mechanism between driving shaft and DEM driving gear with Linking Mechanism axially linking speed reduction gear to DEM, using transmission gears as speed reduction gears

Fig 10A - MSTUS with DEM without Linking Mechanism using transmission gears as speed reduction gears, with a different set of non-circular gears for every ratio

Fig 10B - MSTUS with DEM using transmission gears as speed reduction gears, with a different set of non-circular gears for every ratio with linking mechanism between driving shaft and DEM driving gear

Fig 10C - MSTUS with DEM with Linking Mechanism axially linking speed reduction gear to DEM, using transmission gears as speed reduction gears, with a different set of non-circular gears for every ratio

Fig 10D– MSTUS with DEM using transmission gears as speed reduction gears, with a different set of non-circular gears for every ratio with linking mechanism between driving shaft and DEM driving gear and with Linking Mechanism axially linking speed reduction gear to DEM, using transmission gears as speed reduction gears, with a different set of non-circular gears for every ratio

Fig 11 - Upshift scenario from ratio“A” to“B”

Fig 12– Downshift scenario from ration“B” to“A”

Fig 13A– MSTUS with DEM without Linking Mechanism, using multiple train, with one set of non-circular gears for every ratio

Fig 13B MSTUS with DEM, using multiple train, with one set of non-circular gears for every ratio with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 13C MSTUS with DEM, using multiple train, with one set of non-circular gears for every ratio with Linking Mechanism axially linking speed reduction gear to DEM

Fig 13D MSTUS with DEM, using multiple train, with one set of non-circular gears for every ratio with axial Linking Mechanism between driving shaft and DEM driving shaft with using multiple train, with one set of non-circular gears for every ratio with Linking Mechanism axially linking speed reduction gear to DEM

Fig 14A MSTUS with DEM without Linking Mechanism, using multiple train using

transmission gears as speed reduction gears, with one set of non-circular gears for every ratio Fig 14B MSTUS with DEM, using multiple train using transmission gears as speed reduction gears, with one set of non-circular gears for every ratio with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 14C MSTUS with DEM, using multiple train using transmission gears as speed reduction gears, with one set of non-circular gears for every ratio with Linking Mechanism axially linking speed reduction gear to DEM

Fig 14D MSTUS with DEM, using multiple train using transmission gears as speed reduction gears, with one set of non-circular gears for every ratio with axial Linking Mechanism between driving shaft and DEM driving shaft with DEM, using multiple train using transmission gears as speed reduction gears, with one set of non-circular gears for every ratio with Linking Mechanism axially linking speed reduction gear to DEM

Fig 15A- MSTUS with DEM without Linking Mechanism, using multiple train, with multiple set of non-circular gears for every ratio

Fig 15B MSTUS with DEM, using multiple train, with multiple set of non-circular gears for every ratio with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 15C MSTUS with DEM, using multiple train, with multiple set of non-circular gears for every ratio with Linking Mechanism axially linking speed reduction gear to DEM

Fig 15D MSTUS with DEM, using multiple train, with multiple set of non-circular gears for every ratio with axial Linking Mechanism between driving shaft and DEM driving shaft with DEM, using multiple train, with multiple set of non-circular gears for every ratio with Linking Mechanism axially linking speed reduction gear to DEM

Fig 16A MSTUS with DEM without Linking Mechanism, using multiple train, with one set of non-circular gears for multiple ratios

Fig 16B MSTUS with DEM, using multiple train, with one set of non-circular gears for multiple ratios with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 16C MSTUS with DEM, using multiple train, with one set of non-circular gears for multiple ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 16D MSTUS with DEM, using multiple train, with one set of non-circular gears for multiple ratios with axial Linking Mechanism between driving shaft and DEM driving shaft with DEM, using multiple train, with one set of non-circular gears for multiple ratios with Linking

Mechanism axially linking speed reduction gear to DEM

Fig 17A MSTUS with DEM without Linking Mechanism, using multiple train, with multiple set of non-circular gears for multiple ratios

Fig 17B MSTUS with DEM, using multiple train, with multiple set of non-circular gears for multiple ratios with axial Linking Mechanism between driving shaft and DEM driving shaft Fig 17C MSTUS with DEM, using multiple train, with multiple set of non-circular gears for multiple ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 17D MSTUS with DEM, using multiple train, with multiple set of non-circular gears for multiple ratios with axial Linking Mechanism between driving shaft and DEM driving shaft, using multiple train, with multiple set of non-circular gears for multiple ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 18 DEM with two noncircular sprockets Fig 19 DEM with one noncircular sprocket and circular sprocket

Fig 20A MSTUS with DEM without Linking Mechanism, using transmission gears as speed reduction gears, with one set of non-circular gears for each pair of ratios

Fig 20B MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular gears for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 20C MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular gears for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 20D MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular gears for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft, using transmission gears as speed reduction gears, with one set of non- circular gears for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 21A MSTUS with DEM without linking mechanism using a separate DEM speed reduction gears and using a non-circular sprocket

Fig 21B MSTUS with DEM, using a separate DEM speed reduction gears and using a non- circular sprocket with axial Linking Mechanism between driving shaft and DEM driving shaft Fig 21C MSTUS with DEM, using a separate DEM speed reduction gears and using a non- circular sprocket with Linking Mechanism axially linking speed reduction gear to DEM

Fig 21D MSTUS with DEM, using a separate DEM speed reduction gears and using a non- circular sprocket with axial Linking Mechanism between driving shaft and DEM driving shaft using a separate DEM speed reduction gears and using a non-circular sprocket with Linking Mechanism axially linking speed reduction gear to DEM

Fig 22A MSTUS with transmission gears for multiple level DEM and a non-circular gear pairs Fig 22B MSTUS with transmission gears for multiple level DEM and a non-circular gear pairs with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 22C MSTUS with transmission gears for multiple level DEM and a non-circular gear pairs with Linking Mechanism axially linking speed reduction gear to DEM

Fig 22D MSTUS with transmission gears for multiple level DEM and a non-circular gear pairs with axial Linking Mechanism between driving shaft and DEM driving shaft with transmission gears for multiple level DEM and a non-circular gear pairs with Linking Mechanism axially linking speed reduction gear to DEM

Fig 23A MSTUS with DEM without linking mechanism, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios.

Fig 23B MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 23C MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 23D MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft with DEM, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 24A MSTUS with DEM without Linking Mechanism, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios

Fig 24B MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 24C MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 24D MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 25A All belts MSTUS with DEM without Linking Mechanism, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios

Fig 25B All belts MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 25C All belts MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 25D All belts MSTUS with DEM, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft, using transmission gears as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 26A MSTUS with DEM without Linking Mechanism, using transmission sprockets as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios

Fig 26B MSTUS with DEM, using transmission sprockets as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 26C MSTUS with DEM, using transmission sprockets as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 26D MSTUS with DEM, using transmission sprockets as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft, using transmission sprockets as speed reduction gears, with one set of non-circular sprockets and one set of circular sprockets for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM Fig 27A MSTUS with DEM without Linking Mechanism, using transmission sprockets as speed reduction gears, with one set of non-circular gears and one set of circular gears for each pair of ratios

Fig 27B MSTUS with DEM, using transmission sprockets as speed reduction gears, with one set of non-circular gears and one set of circular gears for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 27C MSTUS with DEM, using transmission sprockets as speed reduction gears, with one set of non-circular gears and one set of circular gears for each pair of ratios with Linking

Mechanism axially linking speed reduction gear to DEM

Fig 27D MSTUS with DEM, using transmission sprockets as speed reduction gears, with one set of non-circular gears and one set of circular gears for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft, using transmission sprockets as speed reduction gears, with one set of non-circular gears and one set of circular gears for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 28A MSTUS for a sprocket transmission using circular and non-circular gears

Fig 28B MSTUS for a sprocket transmission using circular and non-circular gears with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 28C MSTUS for a sprocket transmission using circular and non-circular gears with Linking Mechanism axially linking speed reduction gear to DEM

Fig 28D MSTUS for a sprocket transmission using circular and non-circular gears with axial Linking Mechanism between driving shaft and DEM driving shaft using circular and non- circular gears with Linking Mechanism axially linking speed reduction gear to DEM

Fig 29A MSTUS for a sprocket transmission with circular and non-circular sprockets

Fig 29B MSTUS for a sprocket transmission with circular and non-circular sprockets with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 29C MSTUS for a sprocket transmission with circular and non-circular sprockets with Linking Mechanism axially linking speed reduction gear to DEM

Fig 29D MSTUS for a sprocket transmission with circular and non-circular sprockets with axial Linking Mechanism between driving shaft and DEM driving shaft with circular and non-circular sprockets with Linking Mechanism axially linking speed reduction gear to DEM

Fig 30A MSTUS for a gear transmission using circular sprocket and non-circular gears

Fig 30B MSTUS for a gear transmission using circular sprocket and non-circular gears with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 30C MSTUS for a gear transmission using circular sprocket and non-circular gears with Linking Mechanism axially linking speed reduction gear to DEM

Fig 30D MSTUS for a gear transmission using circular sprocket and non-circular gears with axial Linking Mechanism between driving shaft and DEM driving shaft using circular sprocket and non-circular gears with Linking Mechanism axially linking speed reduction gear to DEM Fig 31A MSTUS with DEM without Linking Mechanism, using a set of speed reduction gears, with one set of non-circular gears for each pair of ratios

Fig 31B MSTUS with DEM, using a set of speed reduction gears, with one set of non-circular gears for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft

Fig 31C MSTUS with DEM, using a set of speed reduction gears, with one set of non-circular gears for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM Fig 31D MSTUS with DEM, using a set of speed reduction gears, with one set of non-circular gears for each pair of ratios with axial Linking Mechanism between driving shaft and DEM driving shaft, using a set of speed reduction gears, with one set of non-circular gears for each pair of ratios with Linking Mechanism axially linking speed reduction gear to DEM

Fig 1– Achieving MSTUS with Chain and Sprocket

Fig 2 - Achieving MSTUS with with gears

Fig 3 - Achieving MSTUS with Geneva pin wheel and slot wheel

Fig 4– MSTUS concept using chain and sprocket with Duration Extender Module

Fig 5 - MSTUS concept using gear with Duration Extender Module

Fig 6A– MSTUS without DEM without Linking Mechanism

Fig 6B - MSTUS without DEM with Linking Mechanism

Fig 7A - MSTUS with DEM without Linking Mechanism

Fig 7B - MSTUS with DEM with Linking Mechanism linking driving shaft to speed reduction gear

Fig 7C - MSTUS with DEM with Linking Mechanism axially linking speed reduction gear to DEM

Fig 7D- MSTUS combining 7B and 7C

Fig 8A - MSTUS with DEM without Linking Mechanism with multiple layers of speed reduction Fig 8B - MSTUS with DEM with Linking Mechanism linking driving shaft to speed reduction gear with multiple layers of speed reduction

Fig 8C - MSTUS with DEM with Linking Mechanism axially linking speed reduction gear to DEM with multiple layers of speed reduction

Fig 8D - MSTUS combining 8B and 8C with multiple layers of speed reduction

Fig 9A - MSTUS with DEM without Linking Mechanism using transmission gears as speed reduction gears, with common set of non-circular gears for all ratios

Fig 9B - delete

Fig 9C - MSTUS with DEM with Linking Mechanism axially linking speed reduction gear to DEM, using transmission gears as speed reduction gears

Fig 9D - delete

Fig 10A - MSTUS with DEM without Linking Mechanism using transmission gears as speed reduction gears, with a different set of non-circular gears for every ratio

Fig 10B - delete

Fig 10C - MSTUS with DEM with Linking Mechanism axially linking speed reduction gear to DEM, using transmission gears as speed reduction gears, with a different set of non-circular gears for every ratio

Fig 10D - delete

Fig 11 - Upshift scenario from ratio“A” to“B”

Fig 12– Downshift scenario from ration“B” to“A”

Fig 13A - Fig 13B

Fig 13C

Fig 13D

Fig 14A

Fig 14B

Fig 14C

Fig 14D Fig 15A Fig 15B Fig 15C Fig 15D Fig 16A Fig 16B Fig 16C Fig 16D Fig 17A Fig 17B Fig 17C Fig 17D Fig 18 Fig 19 Fig 20A Fig 20B Fig 20C Fig 20D Fig 21A Fig 21B Fig 21C Fig 21D Fig 22A Fig 22B Fig 22C Fig 22D Fig 23A Fig 23B Fig 23C Fig 23D Fig 24A Fig 24B Fig 24C Fig 24D Fig 25A Fig 25B Fig 25C Fig 25D Fig 26A Fig 26B Fig 26C Fig 26D Fig 27A Fig 27B Fig 27C Fig 27D Fig 28A Fig 28B Fig 28C Fig 28D Fig 29A Fig 29B Fig 29C Fig 29D Fig 30A Fig 30B Fig 30C Fig 30D Fig 31A Fig 31B Fig 31C Fig 31D

DETAILED DESCRIPTION OF THE INVENTION: SUMMARY OF THE INVENTION LIST OF COMPONENTS:

1. Bearing

2. Chain/Belt

3. Driven Circular Gear

4. Driven Non-Circular Gear

5. Driven Shaft

6. Driving Circular Gear

7. Driving Non-Circular Gear

8. Driving Shaft

9. Duration Extender Module Driven Gears

10. Duration Extender Module Driven Non-Circular Gear 11. Duration Extender Module Driven Non-Circular Sprocket 12. Duration Extender Module Driven Sprocket

13. Duration Extender Module Driving Gear

14. Duration Extender Module Driving Non-Circular Gear 15. Duration Extender Module Driving Non-Circular Sprocket 16. Duration Extender Module Driving Sprocket

17. Duration Extender Module Intermediate Shaft

18. Gear

19. Gear segment

20. Gear Segment guide

21. Linking Mechanism

22. One way Bearing

23. Protrusion

24. Roller

25. Sprocket

26. Sprocket segment

27. Tensioner/ Idler

28. Transition Gear 29. Transition Sprocket

30. Transmission Driven Gears

31. Transmission Driving Gears

32. Transmission Driving Sprocket

33. Sprocket Segment Guide

34. Transmission Driven Sprocket

35. DEM Driven Gear

36. Speed Reduction Gear

37. Intermediate Shaft

38. Speed Reduction Gear train

39. Duration Extender Module Intermediate Shaft

40. Duration Extender Module Speed Reduction Gears / OPTIONAL Ratio A Gears 41. Tensioner Sprocket

1001 - Duration Extender Mechanism

1002 - Sprocket segment movement for engagement / disengagement

1003 - Region of segment engagement / disengagement (Driven Gear)

1004 - Region of segment engagement / disengagement (Driving Gear)

1005 - Gear segment movement for engagement / disengagement

1006 - Axial linking mechanism between 2 gears

1007 - Axial linking mechanism between 2 sprockets

1008 - Axial linking mechanism between gears and sprocket

1009 - Speed Reduction/Duration Extender

1010– Prior art

1011– Existing Technology

1012– Optional Ratio A

1013– Ratio A

1014– circular region

1015– ramp region Achieving with Chain and Sprocket (Figure 1):

This invention has a chain or beltchain/belt 2 pairing with one of several sprockets of different pitch diameters at driving and driven ends each at any given time for a positive non-slip displacement. The sprockets’ pitch diameters are determined by the requirement that pitch circumference divided by pitch is an integer. This invention uses multiple sprockets on the driving and the driven ends while only one sprocket is active at both the ends at any given time. However, there is a brief moment during the transition from one size to another, a portion of both the sizes are active at the same time until the transition is complete. Here the number of input to output ratios are calculated by multiplying the number of sprockets on the driving end and the number of sprockets on the driven end. The concept is that spring loaded segments of the larger pitch diameter sprocket are slipped into active position in sequence in a region where the chainchain/belt 2 is not in contact with the sprocket, until the larger pitch diameter sprocket is active. In the same way, spring loaded segments of the larger pitch diameter sprocket are slipped out in sequence in the non-contact region in sequence until the smaller pitch diameter sprocket is active. The mechanism of slipping in / slipping out of sprocket segments can be achieved by computer-controlled solenoids or mechanically using rollers 24 or hydraulically or

pneumatically. Selected spring-loaded segments have protrusions/tabs to control adjacent segment to achieve complete slipping in or out.

Patents exists in prior art 1010 with similar concepts. One example is US7563185B2, where simulated larger sprockets are achieved by radially displacing“teeth” of sprockets. The radial displacement is achieved by placing the“teeth” between two conical disks and altering the distance between the disks. Here the disadvantage is that the simulated“teeth” covers a small region and it takes a large force to be exerted to push the belt and the“teeth” radially outward overcoming the torque transmitted to alter the distance between the conical disks. Whereas in this invention it takes negligible force to axially move the sprocket segments 26 in and out of place since there is no acting

load on the spring-loaded segments in the non-contact region and therefore can be achieved with negligible force.

For additional rigidity, the sprocket segments 26 can be supported by sprocket segment 26 guide with slots placed on both sides of the full sprockets. Additional protrusions/tabs can be added to the larger pitch diameter sprocket to move the smaller pitch diameter sprocket in position.

Similarly, Achieving with gears (Figure 2):

With driving and driven sets of several pairs of gears, two smallest size full gears are placed co- planer at a fixed center to center distance. Spring loaded segments forming full larger size gears are placed co-axial but offset to the full-size gears. These spring-loaded segments of larger gears can be moved in and out of operating plane 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 for one gear, and the larger gear segments are slipped out of the operating plane 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. 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.

Similarly, for achieving with Geneva pin wheel and slot wheel (Figure 3):

Pins placed in a circular pattern on several circumferences are placed on Geneva wheel to mesh with several Geneva slot wheels, where matching Geneva slot wheels are placed co-axial at an offset distance respective to their sizes. The pins are retracted and extended just to meet with the respective Geneva wheel from the side facing the smallest Geneva slot wheel. This is done to avoid interference of pins on larger circumference with larger Geneva slot wheel. The pins are extended in the region where the pin and wheel are not in contact.

Also, when segmentation of the gears is not desired, new mechanisms that is patented, and existing technologies are shown in Figure 4 and Figure 5

Figure 6a shows a prior art 1010 Smooth uninterrupted shifting of gears can also be achieved by mounting all the driving gears (including non-circular gears) on one shaft, namely the drive shaft, and all the driven gears (including non-circular gears) placed free-wheeling on another shaft, namely the Driven Shaft. The largest Driven-Circular-Gear is optionally placed on a one way bearing 22 or sprag or computer-controlled clutch, on the Driven Shaft. When placed on a one way bearing 22 or sprag it loses the ability of engine braking al lowest speed. However, by also adding the ability to link to the drive shaft offers the ability to engine brake. Optionally the Driven-Non-Circular-Gear can also be mounted with one way bearing 22 or sprag. The non- circular gear pairs (driving and driven) have regions where two or more constant ratios are preceded and followed by acceleration and deceleration regions. The constant regions have the same ratios of the circular gear pairs. The ramp up and/or ramp down regions connect one ratio to the next smaller or next larger ratio, as appropriate. The Driven Shaft is linked with appropriate / desired driven gear(s). When shifting from the existing ratio to next higher or lower ratio it is sequenced via the non-circular gear pair that has the region with the exiting ratio and the region with the ratio that is transitioned to. The main advantage here is the continuous engagement of gears during the transitions. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of non-circular-gears can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 6b

The sequence of operation is as follows:

For upshift (Figure 11)

a) With the Driven Shaft linked to the existing driven gear,

b) when the non-circular gear, which has the constant region of the existing ratio followed by ramp up region to the region of the next higher ratio, reaches and well within the active region the current circular gear's ratio of the non-circular gear ratio is also linked to the Driven Shaft. c) Once both the speed of the non-circular gear and the current circular gear are synchronized the circular gear is disengaged from the Driven Shaft.

d) As the ratio of the non-circular gear passes thru the ramp up region to the next higher ratio, the driven gear with the larger ratio is also engaged to the Driven Shaft. This can be achieved with a one-way bearing 22 used at the driven gear of the larger ratio e) When the ratio of the non-circular gear is synchronized with the active circular gears the Driven-Non-Circular-Gear is disengaged.

Similarly, for down shift (Figure 12)

a) With the Driven Shaft linked to the existing driven gear,

b) when the non-circular gear, which has the constant region of the existing ratio followed by ramp down region to the region of the next lower ratio, reaches and well within the active region the current circular gear's ratio of the non-circular gear ratio is also linked to the Driven Shaft. c) Once both the speed of the non-circular gear and the current circular gear are synchronized the circular gear is disengaged from the Driven Shaft.

d) As the ratio of the non-circular gear passes thru the ramp down region to the next lower ratio, the driven gear with the larger ratio is also engaged to the Driven Shaft. This can be achieved with a one-way bearing 22 used at the driven gear of the larger ratio

e) When the ratio of the non-circular gears is synchronized with the active circular gears the Driven-Non-Circular-Gear is disengaged.

During normal operation when upshift or downshift are in action the Driving-Non-Circular- Gears are disengaged from the shaft it is mounted and remain stationary.

The engagement and disengagement can be achieved via a dog clutch or dry or wet clutch or any other suitable technology currently available in the industry

The non-circular gear pairs may have multiple constant regions with or without ramp (abrupt) ascending or descending

The non-circular gear pairs may have multiple constant regions ascending followed by ascending or descending and/or descending followed by ascending or descending in any desired movement path.

The non-circular gear pairs can be designed to have any desired movement function between driven to driving

The pair of noncircular gears can be sandwiched between circular gears. This will allow manual gear shifting possible without the need for a computer-controlled shifting.

In the above scenario one potential issue is that since the non-circular gears spin with the same angular velocity as the Driving Shaft, the duration of each lower and higher region and the ramp region 1015 is short. So, it is not ideal for high speed application. It is beneficial if the duration of each of these regions is increased. This can be achieved by a‘Duration Extender Module’ 1001.

The Duration Extender Module 1001 has one or morea pairs of speed reduction gears, a pair of non-circular gears, and one or morea sets of pairs of Duration Extender Module driving gears and Duration Extender Module Driven Gears arranged as shown in Figure 7a. By adding a l to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 7b (linking Driving Shaft to Driving Speed Reduction Gear), 7c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) and 7d (linking Driving Shaft to Driving Speed Reduction Gear and axially linking Duration Extender Module to Driven Speed Reduction Gear)

The Driving Non-Circular Gear is axially connected to the large driven gear of a pair of speed reduction gears. The smaller Driving-Circular-Gear of the speed reduction gears is rigidly mounted to the Driving Shaft and the larger driven gear of the speed reduction gears is axially connected to the Driving-Non-Circular-Gear with an ability to engage/disengage via a linking mechanismlinking mechanism 21. This extends the duration of lower and higher regions and the ramp region 1015 of the non-circular gears. The Driven-Non-Circular-Gear is mounted on a parallel shaft or on the Driving Shaft on a bearingbearing 1. Several circular Duration Extender Module driving gears, axially connected to the Driven-Non-Circular-Gear, are meshed to the corresponding circular Duration Extender Module Driven Gears mounted on the Driven Shaft that have the ability to engage or disengage with the Driven Shaft. The sizes of these circular Duration Extender Module gears are selected so that the angular velocities of the driven gears match the final angular velocities of the transmission. The low and high constant angular velocities of the non-circular gears is selected such that the angular velocities of the Duration Extender Module Driven Gears are equal to the angular velocities of the transmission driven gearsTransmission Driven Gears 30. If the ratios of angular velocities of successive transmission driven gearTransmission Driven Gears 30s are not identical, then multiple Duration Extender Modules 1001 will be needed.

While it is convenient to place the Driven-Non-Circular-Gear along with thee Duration Extender Module driving gears on the Driving Shaft, it can be placed on a separate shaft parallel to the Driving Shaft. And similarly, while it is convenient to place the Driving-Non-Circular-Gears along with the larger speed reduction gear on the Driven Shaft it can be placed on a separate shaft parallel to the Driving Shaft or Driven Shaft.

Using multiple stages of reductions as shown in Figure 8a can increase the duration required for the shifting process. In both the cases only one set of non-circular gear is used. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 8b, (linking Driving Shaft to Driving Speed Reduction Gear), 8c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) and 8d (linking Driving Shaft to Driving Speed Reduction Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear)

It is also possible to use one of the pair of gears of transmission gears as the Duration Extender Module driving gear and Duration Extender Module driven gear. It will be beneficial to have the smallest driving gear pairing with the largest driven gear to use as the Duration Extender driving gears and Duration Extender Module driven gears. That is the smallest driving gear pairing with the largest driven gear has the dual purpose of being a transmission gear and the Duration Extender driving gears and Duration Extender Module driven gears.

This concept is shown in Figure 9a where one of the, preferably the one with the largest driven gear, is used as the speed reduction gear also and the original speed reduction gears are eliminated. Here only one pair of non-circular gears are used. This will work only if the Ratio A / Ratio B, Ratio B / Ratio C, Ratio C / Ratio D --- (so on) is the same. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration

Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 9b (linking Driving Shaft to Driving Ratio A Gear), 9c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) and 9d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear)

In configuration shown in Figure 10a the Driving-Non-Circular-Gear and the Driving-Non- Circular-Gears are interchanged and multiple non-circular gears are used. This eliminates the need for the Ratio A / Ratio B, Ratio B / Ratio C, Ratio C / Ratio D --- (so on) to be the same. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 10b (linking Driving Shaft to Driving Ratio A Gear), 10c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) and 10d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear)

The configuration shown in Figure 13a is when only two ratios are used, and multiple stages of reduction is desired. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 13b (linking Intermediate Driven Shaft to Driving Ratio A Gear), 13c (axially linking Duration Extender Module Driving-Non-Circular- Gear to Driven Speed Reduction Gear) and 13d (linking Intermediate Driven Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) The configuration shown in Figure 14a is multiple stages of reduction is desired and when one of the transmission gears is also used as one of the speed reduction gears allowing reduction in number of gear pairs. By adding a linking

mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration

Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 14b (linking Intermediate Driven Shaft to Driving Ratio A Gear), 14c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) and 14d (linking Intermediate Driven Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear)

The configuration shown in Figure 15a when multiple ratios are used, and multiple speed reduction is desired. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 15b (linking Intermediate Driven Shaft to Driving Ratio A Gear), 15c (axially linking Duration Extender Module Driving-Non-Circular- Gear to Driven Speed Reduction Gear) and 15d (linking Intermediate Driven Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear)

The configuration in Figure 16a shows where Duration Extender Modules 1001Driving gears are placed on a Duration Extender Module Intermediate Shaft instead on the Driving shaft. This configuration allows to use a different center to center distance for the transmission gears and non-circular gears. Again, here Ratio A / Ratio B, Ratio B / Ratio C, Ratio C / Ratio D --- (so on) must be same. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 16b (linking Driving Shaft to Driving Ratio A Gear), 16c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) and 16d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) The configuration in Figure 17a allows where multiple non-circular pairs are used when Ratio A / Ratio B, Ratio B / Ratio C, Ratio C / Ratio D --- (so on) is NOT the same. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration

Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 17b (linking Driving Shaft to Driving Ratio A Gear), 17c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) and 17d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear)

By using a multi radii / non-circular sprocket, as shown in Figure 18, instead of non-circular gear, the same results can be achieved. A tensioner/idler sprocket can be used to eliminate the slack in the chainchain/belt 2

/belt when the working region switches between larger and smaller pitch radii. In this configuration the driven sprocket can also be circular as shown in Figure 19, to achieve the same results. It is also possible to have circular sprocket for the driving sprocket and non-circular sprocket for the driven sprocket. The sprocket can be also replaced with a ring gear and the planet gear to get the same result. The circular gear also can be replaced with bevel gears and appropriately placed shafts will get the same results.

By using various combinations of sprockets and gear there are many ways to achieve

uninterrupted shifting.

Following are a few of different scenarios using different combinations of gears and sprockets Figure 20a uses all circular gears for transmission and circular gears and non-circular gears for duration Duration extender Extender module Module 1001 and Driven-Circular-Gear linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 20b (linking Driving Shaft to Driving Ratio A Gear), 20c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) and 20d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) A set of circular Transmission Driving Gears 31 varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven Gears 30 freewheeling on a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven gears 30 using dog clutch or similar devices. One or more Duration Extender Module 1001 comprising a Duration Extender Module Driving Non-Circular Gear axially connected to one of the Transmission Driven Gears 30, mounted on the Driven Shaft or a larger driven gear of a pair of speed reduction circular gears mounted on the Driven Shaft or on a Duration Extender Module Intermediate Driving Shaft parallel to the Driving Shaft driven by a smaller Driving-Non-Circular-Gear of the pair of speed reduction gears, with a linking mechanismlinking mechanism 21 to engage/disengage, is mounted on the Driving Shaft a Duration Extender Module Driven Non-Circular Gear, meshing with the Duration Extender Module Driving Non-Circular Gear, is mounted freewheeling on the Driving Shaft or on a Duration Extender Intermediate Driven Shaft parallel to Driving Shaft, one or more Duration Extender Module Driving Circular Gears axially connected to the Duration Extender Module Driven Non-Circular Gear, and meshed to the corresponding Duration

Extender Module Driven Circular Gears mounted on the Driven Shaft, with the ability to engage or disengage with the Driven Shaft.

Figure 21a uses all circular gears for transmission and circular gears and non-circular sprockets for Dduration Eextender mModule 1001 and driven circular or non-circular sprocket linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 21b (linking Driving Shaft to Driving Ratio A Gear), 21c (axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Gear) and 10d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Gear)

A set of circular Transmission Driving Gears 31 varying in size are rigidly mounted on a Driving Shaft, a set of matching circular Transmission Driven Gears 30 freewheeling on a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven gears 30, One or more Duration Extender Module 1001 comprising a Duration Extender Driving Circular Gear mounted on the Driving Shaft, is meshed with Duration Extender Driven Circular Gear mounted on a Duration Extender Module Intermediate Driving Shaft and which is axially connected to a Duration Extender Module Driving Non-Circular Sprocket having two or more constant radii pitch circle with teeth uniformly spaced that is linked with a Duration Extender Module Driven Non-Circular Sprocket mounted on the Driven Shaft.

Figure 22a uses all circular gears for transmission and circular gears and non-circular gears for Dduration Eextender Mmodule 1001 and Driven-Non-Circular-Gear linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 22b (linking Driving Shaft to Driving Ratio A Gear), 22c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed

Reduction Gear) and 22d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) A set of circular Transmission Driving Gears 31 varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven Gears 30 freewheeling on a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven gears 30. One or more Duration Extender Module 1001 comprising, a Duration Extender Module Driving Circular Gear axially connected to one of the Transmission Driven Gears 30, mounted on the Driven Shaft or a larger driven gear of a pair of speed reduction circular gears mounted on the Driven Shaft or on a Duration

Extender Intermediate Driving Shaft parallel to the Driving Shaft a smaller Driving-Non- Circular-Gear of the pair of speed reduction gears via a linking mechanismlinking mechanism 21 to engage/disengage is mounted on the Driving Shaft, a Duration Extender Module Driven Circular Gear meshing with the Duration Extender Module Driving Circular Gear is mounted freewheeling on the Driving Shaft or on a Duration Extender Intermediate Driven Shaft parallel to Driving Shaft, one or more Duration Extender Module Driving Non-Circular Gears axially connected to the Duration Extender Module Driven Circular Gear, and meshed to the corresponding Duration Extender Module Driven Non-Circular Gear, meshing with the Duration Extender Module Driving Non-Circular Gear, is mounted on the Driven Shaft, with the ability to engage or disengage with the Driven Shaft.

Figure 23a uses all circular gears for transmission, circular sprockets and non-circular sprockets for Dduration Eextender Mmodule 1001 and driven non-circular sprocket linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 23b (linking Driving Shaft to Driving Ratio A Gear), 23c (axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Sprocket) and 23d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Sprocket) A set of circular Transmission Driving Gears 31 varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven Gears 30 freewheeling on a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven gears 30. One or more Duration Extender Module 1001 comprising, a Duration Extender Driving Circular Sprocket is axially connected to one of the Transmission Driven Gears 30, mounted on the Driven Shaft or a larger driven gear of a pair of speed reduction circular gears mounted on the Driven Shaft or on a Duration Extender Intermediate Driving Shaft parallel to the Driving Shaft a smaller Driving-Non-Circular-Gear of the pair of speed reduction gears via a linking mechanismlinking mechanism 21 to

engage/disengage, is mounted on the Driving Shaft, a Duration Extender Module Driven Circular Sprocket is linked by a belt or chainchain/belt 2 and via a tensioner sprocketTensioner Sprocket 41, with the Duration Extender Module Driving Circular Sprocket is mounted freewheeling on the Driving Shaft or on a Duration Extender Intermediate Driven Shaft parallel to Driving Shaft. This arrangement allows the Driven Circular Sprocket to spin in the same direction of the Driving Circular Sprocket.

This can also be achieved by replacing the both the Circular Sprockets with a Driving Circular GearDriving circular gear 3 connected to the Driven Circular Gear via a intermediate Circular Gear placed on an auxiliary shaft. With this arrangement the rotation of Driving and Driven shafts can be achieved.

One or more Duration Extender Module Non-Circular Driving Sprockets with teeth uniformly spacing axially connected to the Duration Extender Module Driven Circular Sprocket, and linked via a chain or beltchain/belt 2 and a Tensioner SprocketTensioner Sprocket 41 to the

corresponding Duration Extender Module Circular or Non-Circular Driven Sprockets with teeth uniformly spaced as the Duration Extender Module Non-Circular Driving Sprockets mounted on the Driven Shaft, with the ability to engage or disengage with the Driven Shaft.

Figure 24a uses all circular gears for transmission, circular sprockets and non-circular sprockets for Dduration Eextender Mmodule 1001 and driven circular sprocket linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 24b (linking Driving Shaft to Driving Ratio A Gear), 24c (axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Gear) and 24d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Gear) A set of circular Transmission Driving Gears 31 varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven Gears 30 freewheeling on a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven gears 30. One or more Duration Extender Module 1001 comprising a Duration Extender Driving Circular Sprocket is axially connected to one of the Transmission Driven Gears 30, mounted on the Driven Shaft or a larger driven gear of a pair of speed reduction circular gears mounted on the Driven Shaft or on a Duration Extender Intermediate Driving Shaft parallel to the Driving Shaft a smaller Driving-Non-Circular-Gear of the pair of speed reduction gears via a linking mechanismlinking mechanism 21 to

engage/disengage, is mounted on the Driving Shaft, a Duration Extender Module Driven Circular Sprocket is linked by a belt or chainchain/belt 2 and via a tensioner sprocketTensioner Sprocket 41, with the Duration Extender Module Driving Circular Sprocket is mounted freewheeling on the Driving Shaft or on a Duration Extender Intermediate Driven Shaft parallel to Driving Shaft. One or more Duration Extender Module Non-Circular Driving Sprockets with teeth uniformly spacing axially connected to the Duration Extender Module Driven Circular Sprocket, and linked via a chain or beltchain/belt 2 and a Tensioner SprocketTensioner Sprocket 41 to the

corresponding Duration Extender Module Circular or Non-Circular Driven Sprockets with teeth uniformly spaced as the Duration Extender Module Non-Circular Driving Sprockets mounted on the Driven Shaft, with the ability to engage or disengage with the Driven Shaft.

Figure 25a uses all circular sprockets for transmission, circular sprockets and non-circular sprockets for Dduration Eextender Mmodule 1001 and driven non-circular sprocket linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 25b (linking Driving Shaft to Driving Ratio A Sprocket), 25c (axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Sprocket) and 25d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Sprocket)

A set of circular Transmission Driving Sprockets 32 varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven Sprockets 34 freewheeling on, a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven sprockets 34. One or more Duration Extender Module 1001 comprising, a Duration Extender Module Driving Circular Sprocket is axially connected to one of the Transmission Driven Sprockets 34, mounted on the Driven Shaft or a larger driven sprocket of a pair of speed reduction circular sprockets mounted on the Driven Shaft or on a Duration Extender Intermediate Driving Shaft parallel to the Driving Shaft. A smaller driving circular sprocket of the pair of speed reduction sprockets rigidly mounted on the Driving Shaft. A Duration Extender Module Driven Circular Sprocket is linked by a belt or chainchain/belt 2 and via a tensioner sprocketTensioner Sprocket 41, with the Duration Extender Module Driving Circular Sprocket is mounted freewheeling on the Driving Shaft or on a Duration Extender Intermediate Driven Shaft parallel to Driving Shaft. One or more Duration Extender Module Non-Circular Driving Sprockets with teeth uniformly spacing axially connected to the Duration Extender Module Driven Circular Sprocket, and linked via a chain or beltchain/belt 2 and a Tensioner SprocketTensioner Sprocket 41 to the corresponding Duration Extender Module circular Circular or Non-Circular Driven Sprockets with teeth uniformly spaced as the Duration Extender Module Non-Circular Driving Sprockets mounted on the Driven Shaft, with the ability to engage or disengage with the Driven Shaft.

Figure 26a uses all circular sprockets for transmission, circular sprockets and non-circular sprockets for duration extender moduleDuration Extender Module 1001 and driven circular sprocket linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 26b (linking Driving Shaft to Driving Ratio A Sprocket), 26c (axially linking Duration Extender Module Driving Non- Circular-Sprocket to Driven Speed Reduction Sprocket) and 26d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving Non-Circular- Sprocket to Driven Speed Reduction Sprocket)

A set of circular Transmission Driving Sprockets 32 varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven Sprockets 34 freewheeling on, a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven sprockets 34. One or more Duration Extender Module 1001 comprising a Duration Extender Module Driving Non-Circular Sprocket having two or more constant radii pitch circle with teeth uniformly spaced is axially connected to one of the Transmission Driven Sprockets 34, mounted on the Driven Shaft or a larger driven sprocket of a pair of speed reduction circular sprockets mounted on the Driven Shaft or on a Duration Extender Intermediate Driving Shaft parallel to the Driving Shaft. A smaller Driving-Non-Circular-Gear of the pair of speed reduction sprockets via a linking mechanismlinking mechanism 21 to engage/disengage, is mounted on the Driving Shaft. A Duration Extender Module Driven Circular or Non-Circular Sprocket with teeth uniformly and identical spacing as the Duration Extender Module Driving Non-Circular Sprocket is linked by a belt or chainchain/belt 2 and via a tensioner sprocketTensioner Sprocket 41, with the Duration Extender Module Driving Non-Circular Sprocket, is mounted freewheeling on the Driving Shaft or on a Duration Extender Intermediate Driven Shaft parallel to Driving Shaft. One or more Duration Extender Module Driving Circular Sprocket axially connected to the Duration Extender Module Driven Non-Circular Sprocket and linked via a chain or beltchain/belt 2 to the corresponding Duration Extender Module Driven Circular Sprocket mounted on the Driven Shaft, with the ability to engage or disengage with the Driven Shaft.

Figure 27a uses all circular sprockets for transmission, circular gears and non-circular gears for duration extender moduleDuration Extender Module 1001 and Driven-Circular-Gear linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 27b (linking Driving Shaft to Driving Ratio A Sprocket), 27c (axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Sprocket) and 27d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Sprocket)

A set of circular Transmission Driving Sprockets 32 varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven Sprockets 34 freewheeling on a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven sprockets 34. One or more Duration Extender Module 1001 comprising a Duration Extender Module Driving Non-Circular Gear axially connected to one of the Transmission Driven Sprockets 34, mounted on the Driven Shaft or a larger driven gear of a pair of speed reduction circular gears mounted on the Driven Shaft or on a Duration Extender Intermediate Driving Shaft parallel to the Driving Shaft driven by a smaller Driving-Non-Circular-Gear of the pair of speed reduction gears via a linking mechanismlinking mechanism 21 to engage/disengage, is mounted on the Driving Shaft. A Duration Extender Module Driven Non-Circular Gear, meshing with the Duration Extender Module Driving Non-Circular Gear, is mounted freewheeling on the Driving Shaft or on a Duration Extender Intermediate Driven Shaft parallel to Driving Shaft. One or more Duration Extender Module Driving Circular Gears axially connected to the Duration Extender Module Driven Non-Circular Gear and meshed to the corresponding Duration Extender Module Driven Circular Gears mounted on the Driven Shaft, with the ability to engage or disengage with the Driven Shaft.

Figure 28a uses all circular sprockets for transmission, circular gears and non-circular gears for duration extender moduleDuration Extender Module 1001 and Driven-Non-Circular-Gear linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 28b (linking Driving Shaft to Driving Ratio A Sprocket), 28c (axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Gear) and 25d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving Non-Circular-Sprocket to Driven Speed Reduction Gear)

A set of circular Transmission Driving Sprockets 32 varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven Sprockets 34 freewheeling on a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven sprockets 34. One or more Duration Extender Module 1001 comprising a Duration Extender Module Driving Circular Gear axially connected to one of the Transmission Driven Sprockets 34, mounted on the Driven Shaft or a larger driven sprocket of a pair of speed reduction circular sprockets mounted on the Driven Shaft or on a Duration Extender Intermediate Driving Shaft parallel to the Driving Shaft. A smaller driving circular sprocket of the pair of speed reduction sprockets rigidly mounted on the Driving Shaft, A Duration Extender Module Driven Circular Gear meshing with the Duration Extender Module Driving Circular Gear is mounted freewheeling on the Driving Shaft or on a Duration Extender Intermediate Driven Shaft parallel to Driving Shaft. One or more Duration Extender Module Driving Non-Circular Gears axially connected to the Duration Extender Module Driven Circular Gear and meshed to the corresponding Duration Extender Module Driven Non-Circular Gear, meshing with the Duration Extender Module Driving Non-Circular Gear, is mounted on the Driven Shaft, with the ability to engage or disengage with the Driven Shaft.

Figure 29a uses all circular sprockets for transmission, circular sprockets and non-circular sprockets for duration extender moduleDuration Extender Module 1001 and driven non-circular sprocket linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 29b (linking Driving Shaft to Driving Ratio A Sprocket), 29c (axially linking Duration Extender Module Driving Non- Circular-Sprocket to Driven Speed Reduction Sprocket) and 25d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving Non-Circular- Sprocket to Driven Speed Reduction Sprocket)

A set of circular Transmission Driving Sprockets 32 varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven Sprockets 34 freewheeling on a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven sprockets 34. One or more Duration Extender Module 1001 comprising a Duration Extender Driving Circular Sprocket is axially mounted on the Driving Shaft linked by a belt or chainchain/belt 2 to a Duration Extender Module Driven Sprocket mounted on a Duration Extender Module Intermediate Driving Shaft. A Duration Extender Module Driving Non-Circular Sprocket with teeth uniformly and identical spacing is axially connected to the Duration Extender Module Driven Sprocket, via a

belt/chainchain/belt 2 and a Tension Sprocket, linked to a Duration Extender Module Driven Non-Circular Sprocket mounted on the Transmission Driven Shaft.

Figure 30a uses all circular gears for transmission and circular sprockets and non-circular gear for duration extender moduleDuration Extender Module 1001 and Driven-Non-Circular-Gear linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 30b (linking Driving Shaft to Driving Ratio A Sprocket), 30c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Sprocket) and 25d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed

Reduction Sprocket)

A set of circular Transmission Driving Gears 31 varying in size are rigidly mounted on a Driving Shaft. A set of matching circular Transmission Driven Gears 30 freewheeling on a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven gears 30. One or more Duration Extender Module 1001 comprising a Duration Extender Module Driving Circular Sprocket is axially mounted on the Driving Shaft linked by a belt or chainchain/belt 2 to a Duration Extender Module Driven Sprocket mounted on a Duration Extender Module Intermediate Driving Shaft. A Duration Extender Module Driving Non-Circular Gear is axially connected to the Duration Extender Module Driven Sprocket and paired with a Duration Extender Module Driven Non- Circular Gear mounted on the Transmission Driven Shaft.

Figure 31a uses all circular sprockets for transmission and circular gears and non-circular gears for duration extender moduleDuration Extender Module 1001 and Driven-Non-Circular-Gear linked to the driven shaft. By adding a linking mechanismlinking mechanism 21 to the Driving Shaft, the rotation of gears in Duration Extension Module can be limited to the duration of ratio change sequence to eliminate vibration as shown in Figure 31b (linking Driving Shaft to Driving Ratio A Sprocket), 31c (axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed Reduction Gear) and 25d (linking Driving Shaft to Driving Ratio A Gear and axially linking Duration Extender Module Driving-Non-Circular-Gear to Driven Speed

Reduction Gear)

A set of circular Transmission Driving Sprockets 32 varying in size are rigidly mounted on a Driving Shaft and a set of matching circular Transmission Driven Sprockets 34 freewheeling on a Driven Shaft with its axis placed parallel to the axis of the Driving Shaft, with the ability to engage or disengage to any specific circular transmission driven sprockets 34. One or more Duration Extender Module 1001 comprising a Duration Extender Driving Circular Gear mounted on the Driving Shaft and meshed to a Duration Extender Module Driven Gear mounted on a Duration Extender Module Intermediate Driving Shaft. A Duration Extender Module Driving Non-Circular Gear is axially connected to the Duration Extender Module Driven Gear, is meshed to a Duration Extender Module Driven Non-Circular Gear mounted on the Transmission Driven Shaft.

The same shifting concept can be applied to all the above scenarios to achieve uninterrupted gear shifting, only difference is that gears are replaced with sprockets that is ideal for the scenarios. Additionally, by using a planetary gear system this Pseudo“Continuously” Variable

Transmission can be converted to a Pseudo“Infinitely” Variable Transmission, by

a) feeding driving sprocket to either sun or ring or carrier of the planetary system,

b) feeding driven sprocket to either of the remaining two elements and

c) connecting the third element to the wheel.

By appropriately sizing the planetary gear system, for

ward, reverse, and neutral can be achieved.

to next.