Abstract: A friction brake for a vehicle power shift transmission is disclosed. The friction brake includes a load gear that is rotatably driveable about a centre longitudinal. A friction braking device is provided for decelerating and/or fixing the load gear. An actuating device for actuating the friction braking device, the actuating device includes an moveable spreading piston. The moveable spreading piston while performing a spread along the centre longitudinal axis automatically materialising as a function of a load torque provided on the load gear, provides a braking force for actuating the friction braking device.

Abstract: Proposed is a disconnector apparatus including a support ring mounted in a casing and including a pinion gear mounted in the support ring and configured to engage with a first side gear, the support ring including a first dog gear part provided on one surface directed toward the first side gear, a clutch ring including a second dog gear part provided on one surface facing the support ring, the second dog gear part being configured to engage with the first dog gear part, and a sleeve connected to an actuator device and configured to move in an engagement direction or disengagement direction, the sleeve being connected to the clutch ring and configured to push the clutch ring in a direction toward the support ring or pull the clutch ring in a direction opposite to the support ring.

Abstract: To provide a disc brake having a planetary gear reduction mechanism that may be satisfactory costly and achieve improved reliability, a planetary gear reduction mechanism of a disc brake according to the present disclosure includes a sun gear having an input gear portion to which rotation from a motor is transmitted and an output gear portion extending axially from a radial central region of the input gear portion, a plurality of planetary gears configured to mesh with the output gear portion of the sun gear, and an internal gear configured to mesh with each planetary gear, and the internal gear has a cylindrical support portion configured to rotatably support the sun gear. Accordingly, at the time of assembly, the axis of the sun gear and the axis of the internal gear may be arranged substantially concentrically, which may result in improved reliability and cost satisfaction.

Abstract: A two-speed transmission alternately establishes two speed ratios between a primary drive pulley and one or more accessories pulleys of an accessory drive system. The two-speed transmission includes concentric input and output shafts fixed to input and output pulleys respectively. When an actuator is disengaged, a one-way clutch transfers power between the input shaft and the output shaft. The input shaft is fixed to the planet carrier of a planetary gear set and the output shaft is fixed to the sun gear of the planetary gear set. When the actuator is engaged, the ring gear of the planetary gear set is held establishing an overdrive speed relationship between the input pulley and the output pulley.

Abstract: A magnetic torque converter comprising a platform configured to rotate about an axis; at least one riser coupled to the platform; at least one riser permanent magnet coupled to the at least one riser; a lifting cap supporting at least one lifting rod; a lifting rod permanent magnet coupled to the at least one lifting rod opposite the lifting cap, the lifting rod permanent magnet is configured to levitate along the at least one riser proximate the at least one riser permanent magnet through magnetic field repulsion, wherein the at least one riser permanent magnet comprises a magnetic pole opposite the lifting rod permanent magnet; and a connecting rod coupled to the lifting cap opposite the at least one lifting rod.

Abstract: A speed reduction ratio automatic switching device includes a planetary gear mechanism. The planetary gear mechanism includes a sun gear provided for an input shaft, planetary gears in mesh with an outer circumferential side of the sun gear, an internal gear in mesh with an outer circumferential side of the planetary gears, and first and second carriers made of a semi-rigid magnetic material. The first and second carriers support the planetary gears in a rotatable manner, and rotate together with the planetary gears along with revolution of the planetary gears. Each of the sun gear, the planetary gears and the internal gear is a helical gear. First and second magnets for generating a thrust force in an axial direction are provided between the first and second carriers and the internal gear.

Abstract: A spindle drive for an adjustment element of a motor vehicle is provided. The spindle drive has a drive unit and a spindle-spindle nut transmission arranged downstream of the drive unit in terms of drive for generating linear drive movements. The drive unit has a tubular drive unit housing and therein a drive motor. In some cases an intermediate transmission is arranged downstream of the drive motor in terms of drive. The drive unit and the spindle-spindle nut transmission are arranged one behind the other on the geometrical spindle axis, and a spindle drive housing is provided with a tubular inner housing and a tubular outer housing. The inner housing runs in a telescope-like manner in the outer housing. In some cases the outer housing of the spindle drive housing accommodates the drive unit with the drive unit housing and is connected to the drive unit.

Abstract: A gear assembly includes a planetary gear set and a clutch. The planetary gear set includes a sun gear, at least one planet gear meshing with the sun gear, a carrier supporting the at least one planet gear, and an outer ring gear meshing with the at least one planet gear. The clutch is operable to engage with and disengage from the planetary gear set to enable the planetary gear set to switch between a first mode and a second mode.

Abstract: A rotation stop shape is visually recognizable through an exposing hole. A relative angle between an output shaft and an actuator lever can be freely set while the rotation stop shape, which is visually recognizable through the exposing hole, is used as the reference angle of the output shaft. Therefore, it is possible to limit disadvantageous variations in a fixation angle of the actuator lever. The fixation angle of the actuator lever relative to the output shaft can be freely changed by using the rotation stop shape, which is visually recognizable through the exposing hole, as a reference angle of the output shaft.

Abstract: A starting strategy for a power train of a motor vehicle including an internal combustion engine fitted with a drive shaft extending along a longitudinal axis, an alternator-starter, a first pulley that is designed to be driven in rotation by the drive shaft, a pulley that is rigidly connected to a shaft of the alternator-starter, a belt encircling said two pulleys, and a coupling/decoupling system between the first pulley and the drive shaft of the engine, characterized in that the starting strategy includes a preparation procedure for said belt in cold weather.

Abstract: A setting/operating device includes a first motor; a sun gear that rotates by receiving a rotating force from the first motor; a first internal gear disposed so as to surround the sun gear; a second motor that applies a force to the first internal gear in a direction in which rotation of the first internal gear is prevented; a plurality of planetary gears disposed between the sun gear and the first internal gear, engaged with the sun gear and the first internal gear, and capable of rotating on the axes thereof while revolving around the sun gear; a rotation mechanism that rotates by receiving rotating forces of the plurality of planetary gears; an output shaft that is coupled to the rotation mechanism; and a spring unit that applies a rotating force to the output shaft when supply of electric power to the first motor and the second motor is stopped.

Abstract: A speed change device is provided, including: an outer ring part, an interior thereof including at least one outer gear; a spindle, coaxially pivoted to the outer ring part with the at least one outer gear, having a central axis, an outer circumference of the spindle having a plurality of cam assembling portions; a plurality of cam parts, respectively disassemblably assembled to the plurality of cam assembling portions, synchronizingly rotating with the spindle, at least two of the plurality of cam parts having a phase difference of angle which is larger than zero degree; a plurality of inner gears, being rigid, respectively sleeved on the plurality of cam parts and being non-rotatable with the plurality of the cam parts, respectively meshed with the at least one outer gear.

Abstract: A door opening and closing apparatus for a vehicle includes a transmission gear configured to be driven to rotate by a motor, a pulley arranged coaxially with the transmission gear and configured to open and close a vehicle door by moving a rope member with a rotation of the pulley, an output member arranged coaxially with the transmission gear and configured to bring a door lock to a holding state or a release state with a rotation of the output member, a first clutch housed in the pulley in a state being coaxial with the transmission gear, the first clutch selectively permitting and prohibiting a rotation transmission between the transmission gear and the pulley, and a second clutch housed in the transmission gear in a state being coaxial with the transmission gear, the second clutch selectively permitting and prohibiting a rotation transmission between the transmission gear and the output member.

Abstract: The present invention relates to a reducer including a planetary gear and a steering apparatus of a vehicle including the same, and more particularly to a reducer including a planetary gear which can compensate a gap generated by wear of gear teeth of planet gears, sun gears, and ring gears, and a steering apparatus of a vehicle including the same.

Abstract: A family of transmissions has four planetary gear sets, five controllable clutches and brake, and a passive one way brake. Selective engagement of the brakes and clutches in combinations of three produces eight forward speed ratios and one reverse speed ratio. The passive one way brake is engaged in the first forward speed ratio and overruns in the second through fifth forward speed ratios.

Abstract: Systems and methods are disclosed for aircraft braking and taxiing systems for use in, for example, an aircraft. In this regard, system comprising an electric motor coupled to a first transmission, a first clutch for selectively engaging the first transmission to a propulsion transmission and a brake clamping system, wherein, in response to engagement with the propulsion transmission, the electric motor drives an aircraft wheel, wherein, in response to engagement with the actuator ram, the electric motor drives the brake clamping system to apply force to an aircraft brake disk stack.

Abstract: A wheel bearing unit comprises an inner ring and an outer ring. The outer ring is mounted rotatably and is arranged concentrically with respect to the inner ring. The inner ring serves to receive a wheel and the outer ring serves for fastening to a wheel support of a motor vehicle. The wheel bearing unit has, between the inner ring and the outer ring, a first ball row and a second ball row which is arranged parallel to the first ball row. A follower is arranged in a rotationally fixed manner with respect to an outer side of the inner ring between the first ball row and the second ball row. The follower is connected directly or indirectly to a rotor of an electric machine in a torque-transmitting manner.

Abstract: The present invention provides a controllable epicyclic type clutch device coupled with hybrid power train structured by using the controllable brake device to manipulate an epicyclic gear set (EG101), in which the power train having the clutch device structured by using the controllable brake device to manipulate the epicyclic gear set (EG101) can be widely applied in a dual rotary kinetic power source or a triple rotary kinetic power source, the structural configuration includes a coaxial in-series structure or a multiple axial in-parallel structure for satisfying the requirement of applied space.

Abstract: An electric motor is arranged on a reduction device, and a wet braking device which gives braking force to a motor shaft is arranged on an upper end side of the electric motor. The wet braking device has a brake case which accommodates an upper end portion of the motor shaft, an adapter which is detachably disposed to the motor shaft in the brake case, a plurality of rotating side brake disks and a plurality of non-rotating side brake disks arranged on an outer peripheral side of the adapter and a brake piston which gives braking force to the motor shaft by frictionally engaging the rotating side brake disks and the non-rotating side brake disks with each other. At the time of performing a maintenance operation for the wet braking device, the wet braking device alone can be solely removed while keeping the electric motor assembled to the reduction device.

Abstract: The present invention relates to a clutch device structured by a dual-drive electric machine being combined with an planetary gear set (DG101) and a controllable brake device, and through controlling the controllable brake device to perform brake locking or releasing, the operations of transmission function of connecting transmission or releasing between a rotation shaft (S101) at an output/input end, a rotation shaft (S102) at an output/input end and a sleeve type rotation shaft (AS101) at an output/input end of the planetary gear set (DG101) are enabled to be controlled, thereby to control the interactive operations between the dual-drive electric machine (EM100) and the output/input ends.

Abstract: An electric drive unit (EDU) is configured for driving a first and second wheel of a vehicle. The EDU includes a rotor, a stator, a first planetary gear set, a second planetary gear set, and a pair of engagement mechanisms. The first planetary gear set is operatively connected to the rotor and rotates about the drive axis in response to rotation of the rotor to transmit torque to the first wheel. The second planetary gear set is operatively connected to the rotor and rotates about the drive axis in response to rotation of the rotor to transmit torque to the second wheel. Rotation of the rotor causes each of the planetary gear sets to rotate about the drive axis. Each engagement mechanism is selectively engages a respective one of the planetary gear sets to vary the torque transmitted to the respective wheel.

Abstract: A hoisting device including a cable drum, a first motor, a second motor and a gear assembly is provided. The gear assembly includes a first epicyclic and a second epicyclic. The first epicyclic includes a first carrier rotationally connected to the cable drum, a first sun rotationally connected to the first motor, a first annulus, and a first planet in meshing engagement with the first sun and the first annulus. The second epicyclic includes a second carrier rotationally grounded, a second sun rotationally connected to the second motor, a second annulus connected to the first annulus, and a second planet in meshing engagement with the second sun and the second annulus.

Abstract: Construction capable of improving the convenience of an electric automobile is achieved by making the drive apparatus for an electric automobile in which a planetary-gear transmission 11 is assembled more compact and simple, and increasing the distance traveled per charge. The planetary-gear transmission 11 comprises a single-pinion first planetary-gear mechanism 12 and a double-pinion second planetary-gear mechanism 13, and reduces power from an electric motor 1a by a desired reduction ratio before transmitting that power to a driven-side rotating shaft 5a. A first braking device 14 switches a ring gear 22 and a second braking device 15 switches a second sun gear 19 between a state of being allowed to rotate and a state of being prevented from rotating with respect to a fixed portion.

Abstract: A dynamic damper device includes a planetary gear mechanism including plural differentially rotatable rotating elements, an elastic member that couples a rotating shaft rotated by being transmitted with a power with a first rotating element of the planetary gear mechanism, speed control devices that are coupled with second rotating elements different from the first rotating element and control rotation speeds of the second rotating elements, and a torque control device that is coupled with the first rotating element and controls torque acting on the first rotating element. Accordingly, the dynamic damper device achieves an effect that vibration can be appropriately reduced.

Abstract: A hybrid vehicle is provided with a drive mechanism for transmitting torque to at least a first and a second output member as well as to such a drive mechanism. The drive mechanism includes, but is not limited to a torque generating drive member operably coupled to the first and second output members, a switching element operably coupled to the drive member for selectively coupling the drive member with the first and second output members either in a propulsion mode or in a vector mode. In the propulsion mode, the drive member's torque is inducted to first and second output members uni-directionally and in the vector mode, the drive member's torque is inducted to first and second output members in opposite directions.

Abstract: An electric taxi system (ETS) for an aircraft may comprise drive motors mounted coaxially with wheels of the aircraft. A clutch assembly may be interposed between the drive motor the wheel. The clutch assembly may transmit torque from the motor to the wheel when the wheel and a rotor of the motor rotate at the same rotational speed. The clutch assembly may self-disengage a rotor of the motor from the wheel when the wheel rotates faster than the rotor.

Abstract: The present invention is structured by a dual-drive electric machine being combined with an epicycle gear set (EG101) and a controllable brake device, through controlling the controllable brake device to perform brake locking or releasing, the operations of transmission function of combining transmission or releasing between a rotation shaft (S101) at an output/input end, a rotation shaft (S102) at an output/input end and a sleeve type rotation shaft (AS101) at an output/input end of the epicycle gear set (EG101) are enabled to be controlled, and the interacting operation between the dual-drive electric machine (EM100) and the output/input ends are also enabled to be controlled.

Abstract: An electric taxi system (ETS) for an aircraft may comprise drive motors mounted coaxially with wheels of the aircraft. A clutch assembly may be interposed between the drive motor the wheel. The clutch assembly may transmit torque from the motor to the wheel when the wheel and a rotor of the motor rotate at the same rotational speed. The clutch assembly may self-disengage a rotor of the motor from the wheel when the wheel rotates faster than the rotor.

Abstract: A clutch device includes a dual-drive electric machine combined with a planetary gear set and at least one controllable brake device. The at least one controllable brake device controls transmission or release between a first rotation shaft at a first output/input end, a second rotation shaft at a second output/input end and a sleeve type rotation shaft (AS101) at a third, thereby controlling interactive operations between the dual-drive electric machine and the output/input ends.

Abstract: A drive system has a gear unit with planetary gear stage with a planetary gear carrier. A first shaft associated with the gear unit has a coupling flange connectable to the shaft of a working machine or a rotor and is supported by the planetary gear carrier. The gear unit and a motor/generator unit connected to a second shaft of the gear unit are enclosed by a gearbox. The motor/generator unit additionally includes a rotor connected to a hollow rotor shaft with a rotation lock. An electrically isolating, detachable flange connection is disposed between the rotor shaft and the second shaft, with the gear-side end of the detachable flange connection connected to a hollow gear shaft. A gearbox stub which concentrically encloses a gear-side end section of the gear shaft is disposed between gear unit and motor or generator unit and forms a bearing seat for the second shaft.

Abstract: An automotive accessory drive system for a motor vehicle connects to an internal combustion engine crankshaft during at least one mode of operation. The system includes an accessory drive pulley, a starter motor/generator, and an endless loop power transmission member connecting at least the starter motor/generator and the accessory drive pulley. A planetary gear set includes a sun gear, a ring gear integrally associated with the accessory drive pulley, and a planetary carrier connected to the engine crankshaft. First and second one way clutches connect the engine crankshaft to the ring gear, and the sun gear to a grounding member, respectively, to define a normal drive mode and an engine start mode, respectively. An electromagnetic disconnect includes a normally closed friction clutch connecting the grounding member to ground to define a third mode of operation corresponding to a free wheel function with the grounding member disengaged from connection to ground.

Abstract: This present invention uses the rotational resistance created by a high-voltage alternator/generator to regulate the speed of the primary work output shaft in an Infinitely Variable Transmission. This will be accomplished by mechanically and rotationally attaching the high-voltage alternator/generator to a secondary output shaft or gear in the IVT. Sending a signal to the high-voltage alternator/generator to create electricity will create rotational resistance against the secondary output shaft or gear, slowing the rotation of the secondary output shaft or gear and causing the primary work output shaft to speed up. The greater the electrical load that is applied to the high-voltage alternator/generator, the faster the primary work output shaft will turn. The lesser the electrical load, the slower the primary work output shaft will turn.

Abstract: An electromechanical linear-motion actuator includes a rotary shaft, a stationary outer race member, and planetary rollers between the rotary shaft and the outer race member to rotate about their own axes and revolve around the rotary shaft axis. A helical rib is on the radially inner surface of the outer race member or the radially outer surface of the rotary shaft. A helical groove or circumferential grooves are formed in a radially outer surface of each of the planetary rollers in which the helical rib is engaged. A planetary carrier axially faces the planetary rollers, and thrust ball bearings are between the planetary carrier and the respective planetary rollers 16 for preventing rotation of the respective planetary rollers 16 from being transmitted to the planetary carrier 17. Each of the thrust ball bearings comprises a raceway formed on an axial end surface of the corresponding planetary roller.

Abstract: An electric drive system including an electric motor arranged to rotate a drive shaft. A differential includes a first planetary gear being drivingly connected to a first output assembly. A second planetary gear configuration is in driving engagement with the first planetary gear configuration via an output shaft. The second planetary configuration is drivingly connected to a second output assembly. The motor is disposed between the first and second planetary gear configuration. The first planetary gear configuration is arranged to co-act with the second planetary gear configuration so as to provide a differential function. The ring gears of the first and second planetary gear configurations are engaged via a reversing assembly for the differential function. Also, a motor driven unit, such as a motor vehicle.

Abstract: A wheel drive assembly includes a rotatable spindle-carrier affixed to a wheel. A fixed housing includes an output ring gear and the spindle-carrier resides generally within the housing. An output sun gear driven by an input carrier drives output planetary gears which, in turn, interengage the output ring gear driving and rotating the spindle-carrier. A fixed drive end housing includes an input ring gear and houses a noise reducing radially floating input carrier and a plurality of input planet gears rotatably mounted in the input carrier. The input sun gear is driven by an electric motor and drives the plurality of input planet gears which mesh with the input ring gear causing rotation of the input carrier about its true center. The input carrier is partially nested within the spindle-carrier and the motor is partially nested within the fixed drive end housing.

Abstract: The present invention relates to a clutch device structured by a dual-drive electric machine being combined with an planetary gear set (DG101) and a controllable brake device, and through controlling the controllable brake device to perform brake locking or releasing, the operations of transmission function of connecting transmission or releasing between a rotation shaft (S101) at an output/input end, a rotation shaft (S102) at an output/input end and a sleeve type rotation shaft (AS101) at an output/input end of the planetary gear set (DG101) are enabled to be controlled, thereby to control the interactive operations between the dual-drive electric machine (EM100) and the output/input ends.

Abstract: The present invention relates to a clutch device structured by a dual-drive electric machine being combined with an planetary gear set (DG101) and a controllable brake device, and through controlling the controllable brake device to perform brake locking or releasing, the operations of transmission function of connecting transmission or releasing between a rotation shaft (S101) at an output/input end, a rotation shaft (S102) at an output/input end and a sleeve type rotation shaft (AS101) at an output/input end of the planetary gear set (DG101) are enabled to be controlled, thereby to control the interactive operations between the dual-drive electric machine (EM100) and the output/input ends.

Abstract: A torque transmitting device includes a plurality of clutch plates, a ramp member that is selectively rotatable about an axis and that defines a ramp surface, a worm gear that is operatively connected to the ramp member for rotation therewith about the axis, and a roller element contacting the ramp surface. The ramp surface is configured such that, when the ramp member is rotated about the axis, the roller element exerts a reaction force on the ramp surface that urges the ramp member to move in a first axial direction and thereby transmit the reaction force to the clutch plates.

Abstract: A vehicle drive system including a transmission is provided. The system includes a compound planetary gear set including first, second, third and fourth elements. The second element connects with an output shaft of the transmission. The system further includes a transmission housing. The system still further includes an electric motor which has an output shaft connecting with the first and fourth elements for driving the first and fourth elements in response to an electrical signal to obtain a desired transmission ratio. The system further includes a non-friction controllable clutch assembly which is non-hydraulically controlled to change between a coupling state for coupling the fourth element to the motor output shaft and an uncoupling state for uncoupling the fourth element from the motor output shaft.

Abstract: The invention relates to a torque transmission unit for a motor vehicle with a permanently driven primary axle and a switchable secondary axle, comprising a first connecting part and a second connecting part. The invention furthermore comprises several lamellas that are divided into primary lamellas and secondary lamellas in an alternating arrangement. The unit further comprises a planetary gear system, comprising an at least first gear element, rotationally connected with the first connection part, a second gear element, rotationally connected with the second connection part, and a third gear element, rotationally connected with the primary lamellas. The secondary lamellas are rotationally connected with the first connection part, the second connection part or with a stationary housing part.

Abstract: A continuously variable transmission (CVT) responsive to a device for supplying a rotational force. The transmission comprises a planetary gear system that further comprises: a control element, an output element, and an input element caused to rotate responsive to the device for supplying rotational force. The output element is engaged with the control element and the input element. The CVT further comprises a control module comprising a controllable brake connected to the control element for allowing the control element to rotate freely, for stopping the control element and for slowing the control element to a speed between free rotation and stopped.

Abstract: A compound-input is provided for an electrically variable transmission for a motor vehicle. The compound-input electrically variable transmission has improved input gear ratios that allow the vehicle engine to be operated in its desired efficiency and/or performance range during both city and highway vehicle operation. Further, the multi-speed input electrically variable transmission provides an input brake without the need for a dedicated input brake clutch or braking mechanism and incorporates a reverse gear for reverse operation.

Abstract: A multiple gear transmission with magnetic control for vehicles or for use in drive technology includes an input shaft supported on a frame and an output shaft. The input shaft protrudes from the frame at least one end and the output shaft protrudes from the frame at one end. Transmission gear ratios with transmission wheels are embodied as gear trains or belt and chain drives and are located between the input shaft and the output shaft. Transmission wheels are supported in a rotatable manner on the input shaft or on the output shaft. The transmission wheels are connected to the input shaft or the output shaft in a torsionally fixed manner by a clutch mechanism. The transmission wheels are constantly in rotation during operation. A state of the clutch mechanism changes through the change of an additional magnetic field inside or in a direct vicinity of the clutch mechanism.

Abstract: A wheel drive assembly includes a rotatable spindle-carrier affixed to a wheel. A fixed housing includes an output ring gear and the spindle-carrier resides generally within the housing. An output sun gear driven by an input carrier drives output planetary gears which, in turn, interengage the output ring gear driving and rotating the spindle-carrier. A fixed drive end housing includes an input ring gear and houses a noise reducing radially floating input carrier and a plurality of input planet gears rotatably mounted in the input carrier. The input sun gear is driven by an electric motor and drives the plurality of input planet gears which mesh with the input ring gear causing rotation of the input carrier about its true center. The input carrier is partially nested within the spindle-carrier and the motor is partially nested within the fixed drive end housing.

Abstract: A multiple speed power transmission, comprising: a gearbox input shaft; an output shaft; and a collection of gears, friction clutches, and passive couplers capable of transmitting power from the gearbox input shaft to the output shaft with eight forward speed ratios and one reverse speed ratio wherein the first forward speed ratio is selected by engaging friction brakes using electromechanical actuators.

Abstract: The invention relates to a torque transmission unit for a motor vehicle with a permanently driven primary axle and a switchable secondary axle, comprising a first connecting part and a second connecting part. The invention furthermore comprises several lamellas that are divided into primary lamellas and secondary lamellas in an alternating arrangement. The unit further comprises a planetary gear system, comprising an at least first gear element, rotationally connected with the first connection part, a second gear element, rotationally connected with the second connection part, and a third gear element, rotationally connected with the primary lamellas. The secondary lamellas are rotationally connected with the first connection part, the second connection part or with a stationary housing part.

Abstract: A compact gear reducer electric motor assembly with an internal brake disclosed and claimed wherein a high speed electric motor is interconnected with a gear reducer having substantial gear reduction. The assembly includes a spindle, a brake mounted substantially within said high speed electric motor and operable against a spring biasing said brake into engagement with ground. The brake is electrically actuated to permit transmission of energy to the gear reducer. The gear reducer includes an input, intermediate and output planetary stages. The input and intermediate stages residing within the spindle, and, the output planetary stage drives an output ring gear. Releasing means for releasing the output ring gear from the brake allowing rotation thereof.

Abstract: A motor-driven wheel driving apparatus has a wheel bearing, a planetary reduction gear, a driving section with an electric motor to drive the planetary reduction gear, and a rotation member. The wheel bearing includes a wheel hub, an inner ring, an outer member and double row rolling elements arranged between the inner and outer raceway surfaces. The planetary reduction gear includes an input element, a stationary element, a plurality of planetary, and an output element to rotatably support the planetary elements relative to a connecting shaft. The driving section forming the electric motor has a stator housing, a stator portion contained within the stator housing, and a rotor portion secured on the rotation member arranged opposite to the stator portion via a predetermined air gap. The connecting shaft is removably and torque-transmittably connected to the wheel hub.

Abstract: A highly energy efficient automobile that provides payload, safety and performance capacities similar to a comparable vehicle of a given vehicle class. The current invention is ideal for short to medium range urban and suburban driving. The current invention incorporates components in a unique and novel way, in which these components combine to form a system that produces an automobile that reduces overall air pollution while encouraging the commercialization of alternative energy sources. The current invention features an lightweight, low rolling resistance, digitally controlled and direct-drive electric propulsion system. A lightweight spaceframe with a suspension system provides a structure for mounting a low-aerodynamic-drag body system and other components. An intelligent power and thermal management system coupled with a removable auxiliary power module supplies the electrical energy required.

Abstract: The present invention is a compound planetary gear system which has a moveable sun gear and a lockable sun gear to change the gear ratio between a high gear ratio and a pseudo 1:1 slipping ratio. The system makes use of a ratchet and pawl mechanism to provide a safety backup for when the lockable sun gear is locked. The invention may be used to move the aircraft from a stationary position, for taxiing, and for pre-rotating the wheels prior to landing.