Title of Invention

"HOST-VECTOR SYSTEM FOR ANTIBIOTIC-FREE COLE1 PLASMID PROPAGATION"

Abstract An isolated bacterial cell containing i) a DNA sequence encoding a marker protein the expression of which is to be regulated, and, operably associated thereto, ii) a DNA sequence encoding an RNA II sequence or parts thereof, and that a) is complementary to an RNA I sequence that is transcribable from a plasmid with a ColEl origin of replication and b) that comprises one or two loops, wherein the RNA II sequence is designed and positioned such that it guarantees sufficient RNA-RNA interaction of the complementary sequences, so that when the plasmid is present, the RNA I transcribed therefrom binds to the mRNA of the host in an extent sufficient to inhibit translation of the DNA sequence of i).
Full Text FIELD OF THE INVENTION
The present invention relates to a mechanical differential so as to make vehicle operation efficient in different operating conditions. More particularly, the present invention relates to a non-slipping/ skidding automatic differential lock. BACKGROUND AND PRIOR ART REFERENCES
It is known art, an axle (5) with a wheel (7) affixed to each end may be driven by a power source to propel a vehicle in a substanually straight line. However, when making either a left or right turn, the wheel (7) on the outer end of the axle (5) travels a greater distance than the wheel (7) on the inner end of the axle (5), causing the outer wheel to rotate faster than the inner wheel as shown in figure 3. This generally leads to twisting of the axle (5), and often results in wheel hop and/or axle breakage. Differentials having a single input member, which drive two output members in a manner that permit the speeds of each of the output members to differ have been known. Differentials emerged from the need to have both output wheels (7) of a driven axle (5) to rotate at different speeds. Typical current day differentials still remain quite similar to the first known successful differential, invented in 1827 by Onesiphore Pecqueur, a Frenchman. Today's differentials have an propeller shaft (1) as input that meshes with a crown gear/ wheel (2), as in the earlier differential by Pecqueur. The crown gear/ wheel (2) drives a housing/ casing (4) that carries bevel toothed pinions/ gears (3), which mesh with left and right side axle (5) that power the left and right wheels (7), respectively conventional available mechanical differential as shown in figure l.This conventional art distributes power from propeller shaft (1) to both wheels (7), through a set of bevel toothed pinions/ gears (3), in accordance with the operating mode. The conventional differential operates in following three different operating modes.
1. When vehicle (6) is moving on a straight road, both wheels (7) rotate at the same speed, causing the pinions/ gears (3) to remain stationary with respect to each other in the rotating housing/ casing (4), the conventional mechanical differential distribute power equally to both axles (5) and in turn wheels (7) as shown in figure 2. Reason for equal or approximately equal distribution of torque is the same number of rpm traveled by both wheels (7).
2. While vehicle (6) is negotiating a turn, the pinions/ gears (3) allow the axles (5) & wheels (7) to rotate at different speeds, by rotating at their respective axes in the rotatable housing/ casing (4). Outer wheel (7) has to travel more number of turns as
compared to inner wheel (7) as shown in figure 1(A) and 3. The conventional art
differential distributes power unequally to both wheels (7), despite being outer wheel
with higher rpm.
3. When turning or while going straight, conventional mechanical differential perform
well till the road is not slippery. Consequendy, if one of the driven wheel (7) rotates
on ice or mud, the wheel on the ice or mud spins, while torque to the wheel (7) not
on the ice or mud is reduced. And the slipping rotational speed achieved will be in
inverse proportion to the bearing friction and traction from ground. This condition
increases the risk of a motor vehicle having such a differential of becoming
immobilized on substantially slippery. In extreme condition the wheel will dig a
trench and vehicle will be trapped
Now the conventional differential is explained in construction. It is also described that how
it fails in certain conditions. It is explained with reference to figure 1(A) and 4. The propeller
shaft (1) transmits power from engine to crown gear/ wheel (2). Crown gear/ wheel (2) is
attached to whole differential assembly with housing/ casing (4) and driving pin (14). Then
the power is transmitted as torque to axle (5) shafts and wheels (7) with help of pair of bevel
pinions/ gears (3). This arrangement allows the vehicle to go on straight roads or curves.
• While vehicle(6) is moving on a straight road, both wheels(7) rotate at the same speed, causing the pinions/ gears (3) to remain stationary with respect to each other in the rotating housing/ casing, the conventional mechanical differential distribute power equally to both wheels as shown in figure2. Reason for equal or approximately equal distribution of torque is the same number of rpm of both wheels i.e. N1=N2. Torque from the propeller shaft(l) is split into two substantially equal components, which are distributed substantially equally to the left and right wheels(7) surfaces. In this case, the bevel pinions/ gears (3) only revolve around the axis A as shown in figure 4.
• While vehicle(6) is negotiating a turn, the pinions/ gears (3) allow the wheels(7) to rotate at different speeds, by rotating at their respective axes in the rotatable housing/ casing(4). Outer wheel(7) has to travel more number of turns as compared to inner wheel(7). The conventional art differential distributes power unequally to both \vheels(7), outer wheel with higher r.p.m. as shown in figure 2 with Nl>/ pinions/ gears (3) not only revolve around the axis A but also rotate around the axis B as shown in figure 5.
While turning or while going straight, conventional mechanical differential perform
well till the road is not slippery. Consequently, if one of the driven wheels(7) rotates
on ice or mud, the wheel(7) on the ice or mud spins, while torque to the wheel(7) not
on the ice or mud is reduced. And the slipping rotational speed achieved will be in
inverse proportion to the bearing friction and traction from ground ieN1>>>/ N2 as shown in figure 1(A), 2 and 5. This condition increases the risk of a motor
vehicle having such a differential of becoming immobilized on substantially slippery.
In extreme condition the wheel will dig a trench and vehicle will be trapped
Considering above cases, when motor vehicle travels in a curvilinear direction, such as when
the vehicle turns left or right, or travels in a direction other than a straight line e.g. on dry
pavement, a relatively small speed difference occurs between the left and right wheels.
However, when the vehicle travels on ice, snow, or through mud, the differential speed
between the left and right wheels increases substantially beyond the relatively small speed
difference which occurs between the wheels on dry pavement. In this instance "differential
locking" is desirable otherwise the vehicle may become immobilized. On the other hand,
differential locking is not desirable in normal driving situations since locking the differential
adversely affect directional control of the vehicle and accelerates tyre wear.
Following known conventional arts for above deficiency of differential are available but each
has its own limitation which still leaves the differential handicapped for entire operations.
Four wheel drives: A manual transmission for a four-wheel drive vehicle transmits power to
a front drive shaft for driving front wheels and to a rear drive shaft for driving rear wheels
through a propeller shaft. A plurality of shift gear trains are formed by dnve gears mounted
on an input shaft, driven gears meshing with the drive gears and mounted on an output shaft
arranged below the input shaft and clutches. The output shaft is hollowed inside to
incorporate the front drive shaft therein. An intermediate shaft is rotatablv, coaxially
disposed with the input shaft and is driven by the output shaft through a connection gear
tram. The intermediate shaft is coaxially connected with a transfer unit from which power is
distributed to the front drive shaft through another connection gear train and at the same
time to the rear drive shaft. In thus layouted transmission, a large thrust load is applied to
bearings for supporting the output shaft. As a result, not only the beanngs are needed to be
up-sized, a large power loss generates in the bearings due to the large thrust load applied thereto. Hence, this type of the manual transmission has a difficulty in enhancing an efficiency of power transmission. On the other hand, lubrication oil is accommodated in the transmission case in order to lubricate meshing surfaces of the gears and sliding surfaces of the shafts. When a vehicle travels, the lubrication oil is splashed by rotating gears and is supplied to required parts of the transmission. In case where the power distribution apparatus is coaxially disposed with the output shaft as described above, the power transmission apparatus is positioned at the lower part of the transmission. Hence, since the lubrication oil is agitated, while a large part of the power distribution apparatus is dipped in under the static oil level, a larger agitation resistance is exerted on the output shaft. This drive has two differentials, one for each axle. It has high manufacturing and maintenance cost. In most of cases vehicle has to be stationary before vehicle is to be driven in 4WD.In many vehicles it is to be used at slow speed and at soft or loose ground. Some manufacturer provides auto engage also but at higher costs. This solution to afore said problem of differential differs totally form the above said invention, it being incorporating set of two/three differentials.
Differential lock: It is common in heavy vehicles. It is very cheap but is to be engaged after vehicle is stationary. It can not be used on hard road as it will break the differential.. It is not a proactive measure and sometimes it is too late for a trapped vehicle.
As disclosed in US Patent No. 6780137 (Langenfield) A differential lock mechanism for use in a vehicle and having a cam mechanism that may be actuated by the vehicle user. As disclosed in U.S. Patent No. 6038506 (Diekhans) For automatically controlling a differential lock in drive axles of a motor vehicle, an arrangement has a lock coupling, an actuator for actuating the lock coupling, a plurality of rotary speed sensors associated with wheels of the vehicle for forming the rotary speed signal, a control unit for receiving the rotary speed signals and forming a control signal for controlling the actuator. As disclosed in US Patent No. 5601508(Kuzevanov) A locking device for a bevel gear differential having an insert mounted on its own axis which is also the axis of the planet bevel. The insert is situated between the opposing bevel gears and has teeth which engages with those of the bevel wheels and when the bevel wheels are displace relative to each other, the insert executes reciprocal motion along the axis of the pinions/ gears . Various ways of
creating resistance in the motion of the insert is disclosed which limits the relative angular
velocity of the bevel wheels as they rotate.
As disclosed in U.S.Patent No.4943 269 (Smith) The differential lock is having a clutch
mechanism surrounding the gear case at a position axially adjacent the annular gear member,
the clutch mechanism having a clutch plate member rotationally fixed relative to the housing
and axially translatable on the case along a path parallel to the common axis so that the
clutch plate member can be frictionally engaged or disengaged from the annular gear
member;
As disclosed in U.S. Patent No. 4715248(Gant)An improved mechanism for delivering
motive power to the wheel-tire units on a land vehicle, comprising a differential having two
operating modes, namely a "locked" mode and an "unlocked" mode.
As disclosed in U.S. Patent No. 4549448(Kittle)A differential lock control system includes an
hydraulically-operated differential lock operated by a solenoid valve. Energization of the
solenoid valve is controlled by a circuit.
As disclosed in U.S. Patent No 4043224(Quick)A differential having a mechanical
differential lock for use in a motor vehicle. The lock includes a plurality of pins carried on a
clutch collar for sliding through openings in the differential housing to selectively engage
peripheral grooves on one of the side gears of the differential to lock the differential for
synchronous rotation of the side gears of the differential
As disclosed in U.S. Patent No 5125 876(Hirota)To realize a small-sized differential gear
provided with both differential limiting and locking functions simultaneously without
markedly modifying the conventional differential case, the differential gear comprises a
differential mechanism having a differential case, pinion shafts, pinions/ gears, two side
gears, etc.; two frictional multiplate clutches disposed between the two side gears and two
inner side wall surfaces of the differential case, respectively for limiting differential function;
a lock clutch disposed within the differential case for generating two opposite direction
thrust forces to engage said limit multiplate clutches into engagement and further locking the
differential function; and actuator for actuating the lock clutch from outside of the
differential case.
All of the above said patents are using clutches, actuators, hydraulic oil drive, pinion with
teeth in between the two bevel gears or friction mechanisms, all of which differs in
construction and function from above said invention
Limited slip differential:.
Limited slip differentials (LSD) have been developed to overcome the above mentioned
shortcomings of a conventional differential, and work on various pnnciples, but generally are
all intended to limit the speed difference or "slip" between the left and right driven wheels.
Such limited slip differentials generally limit the speed differentiation or "slip" between the
driven wheels, so that some of the torque being delivered by the input gear is transferred
from the wheel that slips to the wheel that has more traction, and, therefore, aids in moving
the vehicle in the preferred direction
Mechanical limited slip differentials have been disclosed. U.S. Pat. No. 4,516,443 (Hamano
et al) and U.S. Pat. No. 4,939,953 (Yasui) disclose mechanical limited slip differentials, each
having a set of clutches connected to a housing/ casing, which alternate with another set of
clutches attached to one or two side gears. The clutches are kept in contact by a preloaded
spring, through which both wheels are always contacted to some extent.
Parallel-axis limited slip differentials have been disclosed. U.S. Pat. No. 5,244,440 (Ichiki et
al) discloses a parallel-axis differential having a plurality of pinions, in which friction
produced by meshing and rubbing of the pinions provides slip limitation. U.S. Pat. No.
5,302,159 (Dye et al) discloses a parallel-axis differential in which friction produced by end
thrust of pinions and side gears to a housing/ casing, resulting from specific helical tooth
angles, provides slip limitation.
U.S. Pat. No. 3,292,456 (Saari) and U.S. Pat. No. 3,738,192 (Belansky), and European Patent
No. 130806A2 (Quaife) disclose parallel-axis differentials having pinions that are
continuously meshed in a circumferential manner, which provide slip limitation, resulting
from an increase in frictional surfaces at tooth meshing points and between pinions and
housing/ casing.
U.S. Pat. No. 3,251,244 (Nickell), U.S. Pat. No. 4,272,993 (Kopich), and U.S. Pat. No.
5,083,987 (Korner et al) disclose parallel-axis differentials having pinions in pairs, in which
meshing teeth also function as pumps, and the resistance to pumping action provides slip
limitation.
U.S. Pat. No. 4,630,505 (Williamson) also discloses a parallel-axis differential, which also
functions as a pump, in which the resistance to pumping action provides slip limitation, the
side gears being internally toothed, instead of having external toothing.
U.S. Pat. No. 5,232,410 (Yanai) and U.S. Pat. No. 5,162,024 (Toshiba) disclose limited slip differentials that use pumping resistance for slip limitation. Piston pumps are used instead of gear pumps, as seen in the parallel-axis differentials described above..
Vehicle drive train couplings using the resistance to pumping action have been disclosed. U.S. Pat. No. 3,869,013 (Pagdin et al) and U.S. Pat. No. 5,456,642 (Frost) disclose vehicle drive train couplings, using resistance to pumping action of gear pumps to transmit torque across the couplings.
Limited slip differentials having viscous couplings have been disclosed. U.S. Pat. No. 4,869,129 (Hazebrook) and U.S. Pat. No. 5,162,023 (Kwoka) disclose viscous couplings attached to a housing/ casing and an output member. The coupling units have stacks of alternating discs immersed in a viscous fluid medium. The presence of speed difference between left and right wheel causes the alternating discs to rotate at different speeds, shearing along the fluid medium between the stacks of the alternating discs. U.S. Pat. No. 4,012,968 (Kelbel) and U.S. Pat. No. 5,611,746 (Shaffer) disclose limited slip differentials that limit the slip above a predetermined differential speed. The devices have clutches that are engaged by fluid pressure.
However, most of these limited slip differentials do not limit the speed difference between the driven wheels adequately at a substantially large speed differential or slip between the driven wheels. Limited slip differentials have valves, clutches, pistons or other special components that add to the complexity and cost of production. It has high cost due to frequent repair of clutch. It makes an axle assembly complicated. In extreme cases, more force is applied to the wheel which has lost its grip, whole purpose being defeated Different limited slip differentials have heretofore been known. However, none of the limited slip differentials adequately satisfies these aforementioned needs and are using clutches which makes them different in construction and function as compared to above said invention. For the foregoing reasons, there is a need for a self locking/ nonskidding differential which limits the speed differentiation between the driven wheels and which increases torque to the non-slipping wheel, as the rotational speed difference between the slipping wheel and the non-slipping wheel increases. The rate of increase of the torque to the non-slipping wheel should increase, as the speed difference between the slipping wheel and the non-slipping wheel increases. Such self locking/nonslipping differentials should be inexpensive, durable, long lasting, sturdy, easy to manufacture and install, either as an original equipment item or
as a retrofit, be capable of having a substantially similar form factor and size as original
equipment items, be easy to maintain, and require a minimum of maintenance. The self
locking/nonslipping differential should also be compatible with anti-lock braking systems,
two, four, and multiple drive vehicles, and be useable in vehicle and other applications.
OBJECTS OF THE INVENTION
The main object of present invention is to provide a non-slipping/ skidding automatic
differential lock.
The object of this invention is to make a device for obviating the above said defects,
drawbacks simultaneously lowering the manufacturing cost, maintenance cost and keeping
the assembly simple.
Yet another object of the present invention eliminates the need for 4WD, differential lock,
and limited slip differential.
Yet another object of the present invention is to provide a device in two wheel drive, which
has properties:
1. Simple in construction
2. Simple and easy to assemble.
3. Automatic and easy for operation.
4. Lower manufacturing and maintenance cost.
5. Eliminates the need of 4WD in order to keep vehicle's grip on road. SUMMARY OF THE INVENTION
This invention claims the relation to vehicle being driven in different operating conditions. This invention particularly deals with a non-slipping/skidding automatic differential lock provided inside of the axle case of i.e. inside mechanical differential so as to make vehicle operation efficient and fail safe in different operating conditions. This invention particularly avoids skidding and slipping of vehicle on an oily or slippery road or while negotiating a turn. This invention also claims to prevent vehicle being trapped in a muddy trench proactively. This invention also claims to prevent differential slipping or failure in any other machinery where differential is used. This invention also claims to provide positive locking or positive drive in differential in case of skidding or slipping. STATEMENT OF THE INVENTION
The present invention relates to a non slipping/skidding automatic differential lock providing positive locking or positive drive in differential, said differential comprising a
housing (12) having protrusions (13) being driven by crown gear/ wheel; a pair of counter-positioned bevel gears (8) having elements (10) and disposed within said housing (12); and said elements (10) being inserted and placed within horizontal slots (9) of the bevel gear using a spring (11) such that just before slipping/ skidding said elements and protrusion interacts with each other.
BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES
Figure 1 : Shows the construction/assembly of the conventional art mechanical differential lcok.
Figure 1(A): shows general symbolic description of differential assembly in a symbolic vehicle in a conventional art
Figure 1(B): shows general symbolic descnption of differential assembly in a symbolic vehicle in the present invention
Figure 2: Shows the symbolic vehicle moving on a straight road. Figure 3 : Shows the symbolic vehicle negotiating curve.
Figure 4 : Shows the actual operation of differential when vehicle is moving on straight road. Figure 5 : Shows the actual operation of differential when vehicle is negotiating a curve. Figure 6 : Shows the bevel pinion/ gear of the present invention with its inverted T recess for housing element and spring
Figure 7 : Shows the element of the present invention with specific triangular shape. Figure 8 : Shows the assembly of bevel pinion/ gear and element with spring of the present invention
Figure 9 : Shows the housing/ casing of the present invention having two triangular protrusions on each face facing inside
Figure 10 : Shows the complete assembly of differential with bevel pinions/ gears , element, casing / housing of the present invention.
Figure 11 : Shows the position of element in bevel pinions/ gears recess of the present invention, when vehicle is either stationary or moving on straight road.
Figure 12 : Shows the arrangement of element on bevel pinions/ gears of the present invention and distance between the protrusion of casing/ housing and element of the present invention, when vehicle is moving on a straight road or stationary Figure 13 : Shows the differential gear of the present invention, when vehicle is negotiating a curve.
Figure 14 : Shows the position of element in the bevel pinions/ gears of the present
invention, when vehicle is negotiating a curve.
Figure 15 : Shows the arrangement of element on bevel gear of the present invention, when
vehicle is negotiating a curve
Figure 16 : Shows the functioning of differential of the present invention, when vehicle is
just to slip
Figure 17 : Shows the position of element of the present invention, in bevel pinions/ gears
recess of the present invention, when vehicle is just about to slip
Figure 18 : Shows the position of element of the present invention, in bevel pinions/ gears
of the present invention and the engagement of element with position of casing/housing of
the present invention, when vehicle is saved from slipping
Figure 19: shows the position of element and protrusion of the present invention, while
disengaging when vehicle is saved from slipping
DETAILED DESCRIPTION OF THE INVENTION
List of components used with reference numerals
1. Propeller shaft 2. Crown gear/ wheel
3. Bevel gear/ pinion 4. Housing/casing
5. Axle 6. Symbolic vehicle
7. Wheel 8. Bevel gear/ pinion of the present invention
9. Inverted T shaped recess 10. triangular element of the present invention
11. Spring 12. casing/ housing of the present invention
13. triangular protrusion of the present invention 14. Driving pin.
List of the notations used in mathematical equation and drawings
V=velocity of vehicle, R = radius of curve on which vehicle is moving, t = width of vehicle, r = radius of wheel,Nl&N2= rpm of wheels, T= time, 7t= constant, 0)= angular velocity, to, = angular velocity for inner wheel o = angular velocity for outer wheel r = relative angular velocity. S— distance covered by outer wheel in unit time, n= number of turns taken by outer wheel wrt inner wheel, nb= number of turns bv bevel gear in unit time,  b= angular velocity of bevel pinions/ gears of the present invention (8) ,αb= angular acceleration of bevel pinions/ gears of the present invention (8), g =gear ratio between axle (5) and bevel pinions/ gears of the present invention (8), an= normal component of
angular acceleration of bevel gear of the present invention (8),q = distance between element of the present invention (10) and center of driving pin (14) measured from centre of driving pin, y = distance between protrusion of the present invention (13) and periphery of driving pin (14) measured from the protrusion of the present invention, m = mass of element of the present invention (8), k = spring constant, F= force, e = constant, h = constant. The invention consists of two bevel pinions/ gears (8), two elements(10) and a spring, housing/ casing(12).
The above said bevel pinions/ gears (8) has two inverted T shaped recesses(9) ,180° apart on its base as shown in figure 6 by third angle projection. These recesses(9) are made in such a way that they accommodate the element(10) and spring. The above said element(lO) is as shown in figure8 by third angle projection. Its triangular shape is responsible for the proactive nature of the invention The above said bevel pinions/ gears (8) and element (10) are arranged with help of spring as shown in figure 1(B) and 8 . The above said housing/ casing(4) has two protrusions(13) as shown in figure 9.The above said housing/ casing is shown in figure 9 at two sections DD' and CC'. The triangular shape of the above said new housing protrusion (13) is also responsible for its proactive nature. The whole assembly of the present invention is shown as complete assembly in figure 10. The bevel pinions/ gears (8) is mounted on driving pin(14) and the driving pin(14) is fitted in the housing/ casing(4) as is fitted in the conventional differential.
Now the working of differential of the present invention is explained in detail under various conditions. It is also described that how it does not fails in certain conditions. According to this invention, vehicle is equipped with anti-skidding/ slipping and self locking automatic mechanism, the said mechanism being housed inside the differential assembly itself. Above said mechanism is activated just before the vehicle start skidding or digging into a trench. Once vehicle is out of danger of slipping, above-mentioned mechanism is deactivated. Above said mechanism remains deactivated during normal maneuvering of vehicle. The propeller shaft(l) transmits power from engine to crown gear/ wheel(2). Crown gear/ \vheel(2) is attached to set of bevel gears/ pinions with housing/ casing(4)and driving pm(14). Then the power is transmitted as torque to axle shafts(5) and wheels(7) with help of bevel pinions/ gears (8).
Therefore, the present invention provides a non slipping/skidding automatic differential providing positive locking or positive drive in differential, said differential comprising a housing (12) having protrusions (13) being driven by crown gear/ wheel; a pair of counter-positioned bevel gears (8) having elements (10) and disposed within said housing (12); and said elements (10) being inserted and placed within horizontal slots (9) of the bevel gear using a spring (11) such that just before slipping/ skidding said elements and protrusion interacts with each other.
In another embodiment of present invention, the protrusions and elements is triangular shape, which is responsible for proactive nature of the differential.
In another embodiment of present invention, the horizontal slots are T shaped recesses. In another embodiment of present invention, the bevel gear is mounted on a driving pin (14), said driving pin is fitted in the said housing/ casing.
In another embodiment of present invention, the housing and the driving pin are attached to the crown gear/ wheel (2).
In another embodiment of present invention, the crown gear/ wheel (2) is attached to a propeller shaft (1), said propeller shaft transmitting power from engine to the crown gear/ wheel (2).
In another embodiment of present invention, the bevel gears (8) are meshed with a left and right side axle (5) powering the left and right wheels (7) respectively.
In another embodiment of present invention, while negotiating a curve the element is pushed outward under the action of centrifugal force but its travel is restricted by the spring. In another embodiment of present invention, just before skidding/ slipping, the element is pushed outward under the action of centrifugal force and interacts with the protrusion.
• While going on straight roads both left and right wheels get equal traction/ resistance so both rotate at same r.p.m : In this case ,above said bevel gear(8) will not rotate about dnving pin(14) i.e. axis B but revolve around axis A in order to distribute the torque to axles(5) as shown in figure 1(B) and 10. As a result of which no centrifugal force acts on element (10) and it will be held in its posiuon as shown in figures 10,11,12. So, differential will act satisfactorily while vehicle is moving on a straight road. In this condition, there is no interaction between protrusion and element.
• While negotiating a curve, traction/ resistance on inner wheel (7) is more than outer wheel (7) so both wheels have different rotational speeds, hence the distance traveled by them is also different as shown in figure 1(B) and 3. In this case ,above said bevel pinions/ gears (8) will rotate about driving pin(14) i.e. axis B as well as revolve around axis A in order to distribute the torque, as shown in figure 10. As a result of which centrifugal force acts on element(lO). Under the action of centrifugal force, T shaped element(lO) is pushed outwards, but its travel is restricted by a spnng. In this case rpm of bevel gear(8) is such that the element(8) is subjected to centrifugal force • Now considering the above said art in condition of slip or skid when one wheel (7) loses its grip on road due to oil, grease, ice or mud. The wheel (7), which is slipping, is getting least traction/ resistance from ground. So its rpm goes on increasing with increased throtde but vehicle keeps on slipping or skidding, because wheel having grip on ground is not getting enough torque. In this case above said bevel pinions/ gears (8) rotates at very high rpm around the driving pin(14) that is around axis B. So above said element(lO) is acted upon by centrifugal force which is more in magnitude as compared to the spnng force. Due to centrifugal force greater than spring force the above said element will move to extreme radial outward position as shown in figure 16 and 17. At this position above said element (10) will mesh with above said housing protrusion (13).The design of above said protrusion(13) and above said (10) element is such that they will not disengage with minor vanation of rpm ,once interlocked, which is shown in figure 18. This locking of above said bevel pinions/ gears (8) and housing/ casing(12) will lock left and right wheels(7) and propeller shaft(l) ,which results in equal distribution of torque to both wheels(7). So the wheel(7) with better grip on road or more traction/ resistance on road also gets torque i.e. vehicle will not skid or slip. When vehicle has crossed the oily/greasy/ice patch, the relative motion between two wheels(7) is reduced hence centntugal force deactivation is also delayed due to specific shape of protrusions and elements. This characteristic of the present invention gives advantage to driver as the above said invention is acnvated just before vehicle starts skidding.
The mathematical analysis of above said is to determine the mass of the element of the
present invention.
This parameters is critical as above said element (10) has to mesh with above said housing
protrusion (13) only when vehicle is skidding and not when vehicle is turning.
Design parameters can be determined as follows:
Referring to figure 3, consider a vehicle of width 't', with wheel radius V moving on a road
with velocity 'V on a curve of radius 'R'
(Formula Removed)
While going on straight road
(Formula Removed)
While going on curve
(Formula Removed)
Relative angular velocity between two wheels
(Formula Removed)
This is the relative velocity between outer and inner wheel. Or we can say that for a unit time, distance covered by outer wheel with respect to inner wheel is
(Formula Removed)
The number of turns taken bv outer wheel as compared to inner wheel is

(Formula Removed)
The above said bevel pinions/ gears (8) are in direct contact with the wheel axle(5). So they will also rotate in proportion to the relative angular velocity of the wheels(7) or the number of turns per unit time of wheel and bevel pinions/ gears (8) will be proportional. Let the gear ratio of axle(5) and bevel pinions/ gears (8) is = g Then the number of turns taken by bevel pinions/ gears (8) is
(Formula Removed)
And angular acceleration of the bevel pinions/ gears (8) is
(Formula Removed)
When above said bevel pinions/ gears (8) rotate at angular acceleration αb, the above said element (10) will revolve around driving pin(14). Due to shape of the above said recess(9) above said element(10) will be subjected to only normal component of angular acceleration. The explanation to normal component is mentioned herebelow:
Consider a particle moving along a curve. When the particle moves from one point to second point, the change of velocity may be obtained by drawing the vector triangle. The side of triangle representing the velocity of the particle can be resolved into two mutually perpendicular components, one in the direction of the tangent and other in the direction perpendicular to the tangent.
Since the change of the velocity of the particle has two mutually perpendicular components, therefore the acceleration of a particle moving along a circular path has the following two components:
1. Tangential component of acceleration is the acceleration of particle at any instant
moving along circular path, in a direction tangential to that instant.
2. Normal component of the acceleration is the acceleration of the particle at any
instant and directed in perpendicular direction to the tangent. This acceleration is
also called radial acceleration.
Therefore, said element (10) will be subjected to only normal component of angular acceleration.
(Formula Removed)
R, t, g, r being constant due to fixed construction and operating parameters of vehicle, the above equation is reduced to
(Formula Removed)
The above said element(lO) is subjected to two kinds of forces, first is the force due to normal component of angular acceleration and second is the force due to spring. So forming the force equation for the above said element
(Formula Removed)
In order to engage the above said element (10) and the above said protrusion (13) of the housing/ casing(12) in such a way that they are interlocked only during slipping and not during turning, at first we find position of equilibrium
(Equation Removed)
Considering that above said element(10) is engaged at outer periphery of bevel pinions/ gears (8), factor 'q' is also fixed, outer periphery being the position at which maximum of acceleration acts on the element. And fixing the distance of above said protrusion(13) i.e. = x from driving pin, the above equation reduces to
(Equation Removed)
Depending upon the availability of spring k is also fixed
So mass of the above said element (10) and its dimensions can also be calculated.
The invention is described in detail above to illustrate the invention and therefore should not be considered to limit the scope of the present invention.







We claim:
1. An isolated bacterial cell containing
i) a DNA sequence encoding a marker protein the expression of which is to be regulated, and, operably associated thereto,
ii) a DNA sequence encoding an RNA II sequence or parts thereof, and that
a) is complementary to an RNA I sequence that is transcribable from a plasmid with a ColEl origin of replication and
b) that comprises one or two loops,
wherein the RNA II sequence is designed and positioned such that it guarantees sufficient RNA-RNA interaction of the complementary sequences, so that when the plasmid is present, the RNA I transcribed therefrom binds to the mRNA of the host in an extent sufficient to inhibit translation of the DNA sequence of i).
2. The bacterial cell as claimed in claim 1 containing said DNA sequences i) and ii)
integrated in its genome
3. The bacterial cell as claimed in claim 1 or 2, wherein said DNA sequence i) is a DNA
sequence that is foreign to said cell.
4. The bacterial cell as claimed in claim 3, wherein said foreign DNA sequence i) encodes a
marker protein that is lethal or toxic to said cell,
5. The bacterial cell as claimed in claim 4, wherein said foreign DNA sequence i) is under the
control of an inducible promoter.
6. The bacterial cell of claim 4, wherein said foreign DNA sequence i) encodes a marker
protein that is lethal or toxic to said cell per se or by generating a toxic substance.
7. The bacterial cell of claim 4, wherein said foreign DNA sequence i) encodes a repressor
protein that is lethal or toxic to said bacterial cell by repressing the transcription of a gene that is essential for growth of said cell.

8. The bacterial cell of claim 7, which is engineered such that said essential gene is operably
linked to a promoter which contains a DNA sequence that is recognized and specifically bound by said repressor protein.
9. The bacterial cell as claimed in claim 8, wherein said promoter linked to said essential
gene is inducible.
10. The bacterial cell as claimed in claim 9, wherein said inducible promoter is inducible
independent of the inducible promoter as claimed in claim 5.
11. The bacterial cell as claimed in claim 1, wherein said DNA sequence ii) is inserted
between the ribosomal binding site and the start codon of said DNA sequence i).
12. The bacterial cell as claimed in claim 1, wherein a Shine-Dalgarno sequence is located 7
bp upstream of the ATG start codon of the marker gene.
13. The bacterial cell as claimed in claim 1, wherein said DNA sequence i) and said DNA
sequence ii) are linked such that they encode a fusion protein.
14. The bacterial cell as claimed in claim 1, wherein said DNA sequence i) and said DNA
sequence ii) are translationally coupled.
15. The bacterial cell as claimed in claim 1, wherein a start codon is in front of the RNA II
sequence resulting in a fusion product.
16. The bacterial cell of any one as claimed in claims 1 to 15 that has ability to replicate a
plasmid with a ColEl origin of replication.
17. The bacterial cell as claimed in claim 16, which is an Escherichia coli cell.
18. A host-vector system comprising

a) a plasmid with a ColEl origin of replication;
b) an isolated bacterial host cell of claim 1 in which said plasmid a) can be replicated, wherein said RNA sequence II defined in ii), in the absence of the plasmid a), allows for expression of said protein and
wherein, when said plasmid a) is present inside said host cell, the RNA I molecule transcribed from the plasmid hybridizes with said RNA II sequence defined in ii), whereby expression of said protein is suppressed.
19. The host-vector system as claimed in claim 18, wherein the DNA sequence i) is
integrated in the bacterial genome.
20. The host-vector system as claimed in claim 18, wherein said bacterial host cell b) is a
bacterial cell as defined in any one as claimed in claims 2 to 14 and 17.
21. The host-vector system of any one as claimed in claims 18 to 20, wherein said foreign
DNA sequence i) encodes a protein that is lethal or toxic to said bacterial cell and wherein

said RNA sequence defined in ii), in the absence of the plasmid a), allows for expression of said lethal or toxic protein such that growth of said host cell is completely or partially inhibited and wherein, when said plasmid a) is present inside said host cell, the RNA I molecule transcribed from the plasmid hybridizes with said RNA sequence defined in ii), whereby expression of said lethal or toxic protein is suppressed such that said complete or partial growth inhibition is abrogated in plasmid-bearing cells,
22. The host-vector system as claimed in 18, wherein said plasmid a) additionally contains a
gene of interest.
23. The host-vector system as claimed in claim 22, wherein said gene of interest is
therapeutic protein.
24. The host-vector system of any one as claimed in claims 18 to 23, wherein said plasmid is a pUC plasmid.
25. A method for producing plasmid DNA, comprising the steps of:
i) transforming a population of bacterial host cells as claimed in claim 4 with a plasmid that has a ColEl origin of replication and contains a gene of interest that is not to be expressed from said plasmid in said bacterial host cell,
ii) growing said bacterial host cell population under conditions in which said lethal or toxic protein is expressible in the cells, whereby expression of said protein completely or partially inhibits growth of plasmid-free cells such that the plasmid-bearing cells outgrow the plasmid-free cells,
iii) harvesting plasmid-bearing cells, and
26. The method as claimed in claim 25, wherein said protein of interest is a therapeutic protein that is operably associated with an eukaryotic promoter that allows expression in a mammal.
27. A method for producing a protein of interest, comprising the steps of:

i) transforming a population of bacterial host cells of claim 4 with a plasmid that has a ColEl origin of replication and contains a DNA sequence encoding a protein of interest under the control of a prokaryotic promoter that enables expression of said protein in said bacterial host cells,
ii) growing said bacterial host cell population under conditions in which said lethal
or toxic protein is expressible in the cells, whereby expression of said protein completely or partially inhibits growth of plasmid-free cells such that the plasmid-bearing cells outgrow the plasmid-free cells,
iii) harvesting the protein of interest, and
iv) isolating and purifying it.
28. The method as claimed in claim 25 or 26, wherein said plasmid is a pUC plasmid.

Documents:

1718-DELNP-2007-Abstract-(10-05-2011).pdf

1718-delnp-2007-abstract.pdf

1718-DELNP-2007-Claims-(10-05-2011).pdf

1718-delnp-2007-claims.pdf

1718-DELNP-2007-Correspondence Others-(10-05-2011).pdf

1718-delnp-2007-correspondence-others 1.pdf

1718-DELNP-2007-Correspondence-Others-(06-01-2009).pdf

1718-DELNP-2007-Correspondence-Others.pdf

1718-delnp-2007-description (complete).pdf

1718-DELNP-2007-Drawings-(10-05-2011).pdf

1718-delnp-2007-drawings.pdf

1718-delnp-2007-form-1.pdf

1718-delnp-2007-Form-13 (11-04-2008).pdf

1718-delnp-2007-form-13-(06-01-2009).pdf

1718-delnp-2007-form-18.pdf

1718-delnp-2007-form-2.pdf

1718-DELNP-2007-Form-3-(10-05-2011).pdf

1718-DELNP-2007-Form-3.pdf

1718-delnp-2007-form-5.pdf

1718-DELNP-2007-GPA-(10-05-2011).pdf

1718-DELNP-2007-GPA.pdf

1718-DELNP-2007-Others-Document-(06-01-2009).pdf

1718-delnp-2007-pct-101.pdf

1718-delnp-2007-pct-210.pdf

1718-delnp-2007-pct-220.pdf

1718-DELNP-2007-PCT-237.pdf

1718-delnp-2007-pct-301.pdf

1718-delnp-2007-pct-304.pdf

1718-delnp-2007-pct-308.pdf

1718-delnp-2007-pct-326.pdf

1718-delnp-2007-pct-373.pdf

1718-DELNP-2007-Petition-137-(10-05-2011).pdf


Patent Number 253237
Indian Patent Application Number 1718/DELNP/2007
PG Journal Number 27/2012
Publication Date 06-Jul-2012
Grant Date 05-Jul-2012
Date of Filing 05-Mar-2007
Name of Patentee BOEHRINGER INGELHEIM RCV GMBH & CO.KG
Applicant Address DR. BOEHRINGER-GASSE 5-11, A-1120 WIEN,AUSTRIA
Inventors:
# Inventor's Name Inventor's Address
1 REINGARD GRABHERR LUDWIG-KAISERSTRASSE 11, A-3021 PRESSBAUM,AUSTRIA
2 IRENE PFAFFENZELLER MARIAHILFERSTRASSE 74A/11, A-1070 WIEN, AUSTRIA
PCT International Classification Number C12N 15/00
PCT International Application Number PCT/EP2005/054450
PCT International Filing date 2005-09-08
PCT Conventions:
# PCT Application Number Date of Convention Priority Country
1 04022201.0 2004-09-17 EUROPEAN UNION