Original Shift System (O.S.S.)

Abstract

Original Shift System (O.S.S.) is a transmission system that has infinite variations in gear ratios and is suitable for small to heavy duty torque applications. It is comprised of two main systems:

Description

DRAWINGS *For all drawing clarifications, please refer to “Legend” on pages 5-7.

Drawing
Number          Function
FIG. 1          26, 34, 35 & 36 “Exploded”
                and “Combined” Axonometric Drawing
FIG. 2          26, 34, 35 & 36 “Section Cut” and
                “Combined” Axonometric Drawing
FIG. 3          Enlarged 3D View of freewheel
                and gear system (For detailed view, please
                see FIG. 10, FIG. 11, FIG. 12, FIG. 13
                and FIG. 14).
FIG. 4          Enlarged Elevation view of freewheels
                (Similar to a rack & pinion system)
                (For detailed view, please see FIG. 10, FIG.
                11, FIG. 12., FIG. 13 and FIG. 14)
FIG. 5          Enlarged view of 3, 4, 5 & 6 (For detailed
                view, please see FIG. 10, FIG. 11, FIG. 12,
                FIG. 13 & FIG. 14)
FIG. 6          View 1 General Perspective
FIG. 7          View 2 General Perspective
FIG. 8          View 3 General Perspective
FIG. 9          R = Rx/R0 View
FIG. 10         Enlarged 3D View of FIG. 3, FIG. 4
                and FIG. 5.
FIG. 11         Enlarged 3D View of FIG. 3, FIG. 4
                and FIG. 5.
FIG. 12         Enlarged 3D View of FIG. 3, FIG. 4
                and FIG. 5.
FIG. 13         Enlarged 3D View of FIG. 3, FIG. 4
                and FIG. 5.
FIG. 14         Enlarged 3D View of FIG. 3, FIG. 4
                and FIG. 5.
FIG. 15         Enlarged 3D View of the Shifting
                Mechanism (For more information, please
                see FIG. 1 and FIG. 2)
FIG. 16         Enlarged 3D View of the Shifting
                Mechanism (For more information, please
                see FIG. 1 and FIG. 2)
FIG. 17         Enlarged 3D View of the Shifting
                Mechanism
FIG. 18         System Location Diagram
FIG. 19-FIG. 30 View #1 “In-Motion”
FIG. 31-FIG. 42 View #2 “In-Motion”
FIG. 43-FIG. 54 View #3 “In-Motion”
*Note
regarding FIG. 19-FIG. 30, FIG. 31-FIG. 42 & FIG. 43-FIG. 54:
Rx:
a.) Range of ‘X’ from minimum radius to maximum radius.
b.) Min., Med., and Max. are only representational of variables and do not mean that there are only 3 “speeds.”
c.) Example: ‘X’ is ANY VARIABLE between min. <----> max.
General Notes:
1.) Items on all of the drawing sheets are to be mounted on an appropriate housing (not shown in drawings.)
2.) We have already built a model of this power transmission system (Original Shift System (O.S.S.)) and verified that this concept works as described and designed.

B.) Legend *For items listed in the legend below, please refer to drawings FIG. 1-FIG. 19.

Number	Item	Notes
1	Freewheel	Similar to the “pinion” in
		rack & pinion
2	Freewheel	Similar to the “pinion” in
		rack & pinion
3	Gear	Regular gear
4	Gear	Regular gear
5	Output gear	Regular gear
6	Output shaft	Rotational power output
7	Shaft	Connecting 1 to 3
8	Shaft	Connecting 2 to 4
9	Main rod
10	Main rod rack	Mounted on top and
		bottom of 9, similar to the
		“rack” in rack & pinion.
		(Please see drawings FIG. 3,
		FIG. 4, FIG. 10, FIG. 11, FIG.
		12, FIG. 13 & FIG. 14)
11	Connecting rod	Attached to 13 and 16
12	Pivoting hinge mechanism
13	Hinge pin	Connecting 9 and 11
14	Sliding direction of 9, 10
15	Sliding direction of 9, 10
16	Crankpin	Connected to 20. 20 slides
		on 18. 16 controls Rx's size.
		(‘X’ is VARIABLE between
		min. <----> max.)
17	Rail	9 and 10 uses 31 to slide on
		17. 2 total
18	Rotating arm
19	Stretcher	Connects 20 and 26 via 23
		and 24. 2 total
20	Sliding sleeve	Slides on 18. One attaches
		to 16 and 24. One attaches
		to 37 and 24. 2 total
21	Main rotating shaft	Connected to 18 on one
		end and 28 on the other
22	Hydraulic piston rod	22 is attached to 25. 22 is
		controlled by 27
23	Stretcher attachment pin	4 total (Please see FIG. 16)
24	Flanges for stretcher	4 sets of 2, 8 total
	attachment	(Please see FIG. 16)
25	Rod end	Attaches to 34. Together,
		they push 26 and 36 on 21
		and pull 35 and 36 on 21
26	Front Collar	Attaches to the front end of
		36. (Please see FIG. 1 and
		FIG. 2)
27	Hydraulic cylinder	Double acting, uses 22 to
		push and pull 25.
		Controlled by 33
28	Reduction gear	Attached to 21, and
		engages with 29
29	Input gear	Powered by 40 via 30, and
		engages with 28
30	Input shaft	Connects 29 to 40
31	Sliding Wheel used by 9	Allows 9 to slide on 17.
		4 total
32	Hydraulic Oil Hose Pipe	Connects 27 to 33
33	Hydraulic Control Unit	One side attached to 27,
		one side attached to 39
34	Collar	34 is a non-rotating collar
		on 36 that is sandwiched
		between 26 and 35, but is
		not attached to them.
		Therefore, 34 slide
		reciprocally together with
		26, 35 and 36 on 21
		(Please see FIG. 1 and FIG.
		2)
35	Back Collar	Attaches to the back end of
		36. (Please see FIG. 1 and
		FIG. 2)
36	Sliding Cylinder	36 is a cylinder that slides
		reciprocally and rotates on
		21. 36 is able to slide in a
		reciprocal motion because
		of 34, which is connected
		to 25, which in turn is
		powered by 27. (Please see
		FIG. 1 and FIG. 2)
37	Balancer	Connected to 20, to
		counterbalance 16, total: 1
38	Hydraulic Oil Hose Pipe	Connects 39 to 33
39	Pump	Provides oil to 33 and 27
40	Power Source (motor or	Provides power through 30
	engine)	to Original Shift System
		(O.S.S.)

C.) Operation

Note:

• • 1.) Further explanation below used to explain the key components in the operation of the Original Shift System (O.S.S.).
  • 2.) For a visual example of the Original Shift System (O.S.S.) “in motion,” please refer to drawings FIG. 19-FIG. 30, FIG. 31-FIG. 42 & FIG. 43-FIG. 54. Radius and angle for each drawing is specified on each drawing.Freewheel (System 2 on FIG. 18) *Please refer to drawings FIG. 3, FIG. 4, FIG. 5, FIG. 10, FIG. 11, FIG. 12, FIG. 13, & FIG. 14 for views.

A.) When 9, along with 10 slides in the direction of 15, 10 engages with 1 and 2 in a rack & pinion fashion. 2 rotates in an “engaged” clock-wise direction and then also rotates 4 through their common shaft 8. In this situation, 4 (rotating clock-wise) engages 5 to rotate in a counter clock-wise direction, which in turn engages 3 to rotate in a clock-wise direction. When this occurs, 3 (rotating clock-wise) is rotating independently of 1 (rotating in a counter clock-wise direction), and thus 1 is in disengaged “idling.”

B.) When 9, along with 10 slides in the direction of 14, 10 engages with 1 and 2 in a rack & pinion fashion. 1 rotates in an “engaged” clock-wise direction and then also rotates 3 through their common shaft 7. In this situation, 3 (rotating clockwise) engages 5 to rotate in a counter clock-wise direction, which in turn engages 4 to rotate in a clock-wise direction. When this occurs, 4 (rotating clock-wise) is rotating independently of 2 (rotating in a counter clock-wise direction), and thus 2 is in disengaged “idling.”

C.) Regardless of what direction 9 and 10 are traveling in (to 14 or 15), 3 and 4 will always rotate in a clock-wise direction and 5 will always rotate in a counter clock-wise direction.

D.) Power can thus be transferred out by 5 through 6. The output format is rotational and is always counter clock-wise.

How to “Shift” (System 1 on FIG. 18)

*Please refer to drawings FIG. 1, FIG. 2, FIG. 6, FIG. 7, FIG. 8, FIG. 9, FIG. 15, FIG. 16 & FIG. 17 for views.

A.) 19 is composed of two rods that act as stretchers (similar to stretchers in opening and closing an umbrella.)

B.) Each 19 is attached in two locations:

• • a. Location #1 (Please see FIG. 15): 19 is attached to 26 via 23 and 24.
  • b. Location #2 (Please see FIG. 17): 19 is attached to 20 via 23 and 24.

C.) When 27 extends 22 and pushes 25, 34, 26 and 36; Location #1 slides out with 26 to the tip of 21 (towards 18). At the same time, Location #2 slides out with 20 to the tip of 18. As a result, the radius that is created by 16 is enlarged. (This action is similar to an “up-shift” in a car (towards a higher speed with lower torque.))

D.) When 27 retracts 22 and pulls 25, 34, 35 and 36; Location #1 slides in with 35 to the base of 21 (away from 18). At the same time, Location #2 slides in with 20 to the center of 18. As a result, the radius that is created by 16 is reduced. (This action is similar to a “down-shift” in a car (towards a lower speed with higher torque.))

E.) This extending (C from above) and retracting (D from above) motion creates the variable in R_x through 16. (Please refer to drawing FIG. 9)

F.) 16 rotate together with 18. 16 is connected to 11, and 11 is connected to 9 which moves in a reciprocal motion along 17. This linkage process serves as a crankshaft mechanism, successfully transferring rotational power from 18 into the reciprocal motion in 9. (Please refer to drawings FIG. 19-FIG. 30, FIG. 31-FIG. 42 & FIG. 43-FIG. 54)

G.)

R=R _x /R ₀

Where:

• • R is a ratio.
  • R_x:
    • a.) Range of ‘X’ from minimum radius to maximum radius.
    • b.) Min., Med., and Max. are only representational of variables and do not mean that there are only 3 “speeds.”
    • c.) Example:

‘X’ is any variable between min. <—>max.

• • R₀:
    • a.) Radii of 1 & 2. R₀ is a constant.
    • *Please refer to “Legend” on pages 5-7 (for clarification of 1 & 2) and drawing FIG. 9.

D.) SUMMARY

CVT Disadvantages:

A.) Due to the physical limitations of a CVT in using the “cone” concept or a belt/chain driven system, the resulting transmission is suitable only for low torque scenarios (such as small passenger vehicles and light duty machinery.)

B.) The cones or belt/chains of a CVT must be kept tight in order to supply enough friction to be able to successfully transfer power and to prevent “slipping.” This energy that is used to keep the cones and belt/chains tight is effectively another form of wasting energy and thus reducing overall efficiency.

C.) “Lag” time from when the gas pedal is depressed to when the car accelerates. This is due to the physical limitations of the CVT system of cone or belt/chains. This results in slower acceleration and a lack of torque.

D.) Increased overall NVH (noise, vibration and harshness), which decreases the overall experience for the passenger.

E.) Decreased reliability and service life.

Original Shift System (O.S.S.) Benefits:

A.) Original Shift System (O.S.S.) employs only gears and hydraulics for the transmission of power, therefore the system and concept is completely different than that of CVTs. It has the ability to be used in any torque scenario, from low-torque to heavy duty scenarios (such as large passenger automobiles, large trucks and heavy duty machinery.)

B.) Original Shift Systems (O.S.S.) uses only gears and hydraulics for the transmission of power. Due to this physical difference, there is no need to use additional energy to keep the mechanism “tight enough” in order to “engage” and to prevent any “slipping.” Therefore, unlike a CVT, there is no energy loss from keeping the mechanism “tight enough” and as a result there is increased overall system efficiency.

C.) Original Shift Systems (O.S.S.) uses only gears and hydraulics for the transmission of power. Therefore, the transmission of power is “instant” and does not suffer from the “lag” in acceleration associated with CVTs. This results in better acceleration and therefore greater control, efficiency and safety.

D.) Original Shift Systems (O.S.S.) uses only gears and hydraulics for the transmission of power. Due to this major difference from CVTs, Original Shift System (O.S.S.) does not suffer from typical NVH (noise, vibration and harshness) issues associated with acceleration. As a result, the Original Shift System (O.S.S.) will also have lower NVH during operation than a CVT.

E.) Original Shift System (O.S.S.) is drastically simpler in structure than a CVT. As a result of this simplification, Original Shift System (O.S.S.) is therefore more reliable and has a longer service life. Manufacturing will not only be faster but also more affordable. Therefore, the Original Shift System (O.S.S.) will be more accessible to the market and thus gain a wider market reach.

F.) Original Shift System (O.S.S.) is always set in the most suitable and efficient gear ratio, regardless of speed or condition. As a result, it has drastically reduced energy consumption and therefore is more environmentally friendly.

G.) Original Shift System (O.S.S.) is particularly suitable for situations of high stress (such as auto racing, or climbing mountainous terrain.) This is due to the Original Shift System (O.S.S.)'s ability for instantaneous acceleration, thus allowing for greater control and safety.

List of Corrections made on Drawings

Drawing         What changes were made
FIG. 1          1. Changed A1 to FIG. 1.
                2. Changed line weights to increase visibility.
                3. Changed size of drawing to increase visibility.
FIG. 2          1. Changed A2 to FIG. 2.
                2. Changed line weights to increase visibility.
                3. Changed size of drawing to increase visibility.
FIG. 3          1. Changed A3 to FIG. 3.
                2. Changed line weights to increase visibility.
                3. Addition of small description on top left corner.
FIG. 4          1. Changed A4 to FIG. 4.
                2. Changed line weights to increase visibility.
                3. Addition of small description on top left corner.
FIG. 5          1. Changed A5 to FIG. 5.
                2. Changed line weights to increase visibility.
                3. Addition of small description on top left corner.
FIG. 6          1. Changed A6 to FIG. 6.
                2. Changed line weights to increase visibility.
FIG. 7          1. Changed A7 to FIG. 7.
                2. Changed line weights to increase visibility.
FIG. 8          1. Changed A8 to FIG. 8.
                2. Changed line weights to increase visibility.
FIG. 9          1. Changed A9 to FIG. 9.
                2. Changed line weights to increase visibility.
FIG. 10         New Sheet.
FIG. 11         New Sheet.
FIG. 12         New Sheet.
FIG. 13         New Sheet.
FIG. 14         New Sheet.
FIG. 15         New Sheet.
FIG. 16         New Sheet.
FIG. 17         New Sheet.
FIG. 18         New Sheet.
FIG. 19-FIG. 30 1. Changed naming to include “FIG.”
                2. Changed line weights to increase visibility.
                3. Addition of small description on top left corner.
                4. Sheet tagged as “Annotated Sheet.”
FIG. 31-FIG. 42 1. Changed naming to include “FIG.”
                2. Changed line weights to increase visibility.
                3. Addition of small description on top left corner.
                4. Sheet tagged as “Annotated Sheet.”
FIG. 43-FIG. 54 1. Changed naming to include “FIG.”
                2. Changed line weights to increase visibility.
                3. Addition of small description on top left corner.
                4. Sheet tagged as “Annotated Sheet.”

Claims

1. The idea of a “step-less” transmission system has a long history spanning several centuries. As early as the late 1400′s, Leonardo Da Vinci first came up with what would be the modern idea of a “step-less” transmission. However, it wasn't until 1886, when Karl Benz filed the first patent for a friction based belt CVT for automobiles. In the more than 100 years from 1886 to the release of the world's first mass produced automobile with CVT in 1987, to modern day 2015; CVTs have yet to truly attain mass market appeal as the transmission of choice. CVT's rate of progress pales in comparison to the rate and speed of the progress of automobiles. Even modern day CVTs are still plagued by various issues that hinder its progress and appeal.Continuously variable transmissions (CVT) are “step-less” transmissions that provide an infinite amount of gear ratios for the engine to utilize and allows for greater efficiency in various usage scenarios. However, their biggest flaws are their lethargic and loud acceleration, and their inability to be used in heavy torque scenarios (such as large passenger automobiles, large trucks and heavy duty machinery.)In comparison, the more popular but traditional “geared” transmissions provide instant acceleration, and are able to be utilized in heavy torque scenarios (such as large passenger automobiles, large trucks and heavy duty machinery.) However, this transmission is not “stepless” and therefore forces the engine to adapt itself to only a few pre-selected gears or “speeds,” effectively preventing the engine from reaching its maximum efficiency and performance.Original Shift System (O.S.S.) has all of the advantages of CVT and traditional “geared” transmissions with none of their disadvantages. Original Shift System (O.S.S.):) 1. Has instant and quiet acceleration.)2. Has the ability to be used in any torque scenarios, from low-torque to heavy duty scenario (such as large passenger automobiles, large trucks and heavy duty machinery.))3. Is a “step-less” transmission system, therefore allowing the engine the ability to reach its maximum efficiency and performance.We believe that the Original Shift System (O.S.S.) is the solution to the problems that both CVTs and traditional “geared” transmissions face. It will surely attain mass market appeal. We believe that future power transmission systems will be “step-less” and our Original Shift System (O.S.S.) will be at the center to lead this revolution.Sources:) 1. Sae.org2.) Howstuffworks.corn3.) Popularmechanics.com4.) Gizmag.com5.) Wikipedia.org