GB1571918A - Motor-in-wheel units - Google Patents

Motor-in-wheel units Download PDF

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Publication number
GB1571918A
GB1571918A GB647677A GB647677A GB1571918A GB 1571918 A GB1571918 A GB 1571918A GB 647677 A GB647677 A GB 647677A GB 647677 A GB647677 A GB 647677A GB 1571918 A GB1571918 A GB 1571918A
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GB
United Kingdom
Prior art keywords
brake
motor
hub
wheel
input shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
GB647677A
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MEWAGE ENGS Ltd
Original Assignee
MEWAGE ENGS Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MEWAGE ENGS Ltd filed Critical MEWAGE ENGS Ltd
Priority to GB647677A priority Critical patent/GB1571918A/en
Publication of GB1571918A publication Critical patent/GB1571918A/en
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Description

(54) IMPROVEMENTS RELATING TO MOTOR-IN-WHEEL UNITS (71) We, NEWAGE ENGINEERS LIMITED, a Company registered under the Laws of England, of Park Works, Barnack Road, Stamford, Lincolnshire, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: This invention relates to motor-in-wheel units of the kind which comprises a motor housing provided with flange means for mounting the unit on a vehicle chassis, a driving motor housed in the motor housing, and a wheel hub driven through a reduction gear mechanism mounted at one end of the motor housing.
The invention is concerned with the provision of braking means for such units.
According to the present invention, a motor-in-wheel unit comprises a motor housing provided with flange means for mounting the unit on a vehicle chassis, a driving motor housed in the motor housing, and a wheel hub driven through a reduction gear mechanism mounted at one end of the housing, the reduction gear mechanism having an input shaft driven by the motor and the unit including a friction brake of plate type incorporated in the reduction gear mechanism in a location between the said end of the motor housing and the transmission gearing of the reduction gear mechanism, the brake acting between the input shaft and fixed structure of the reduction gear mechanism which is secured to the motor housing, to brake the motor, and to brake the hub via the reduction gear mechanism and the brake comprising co-operating annular brake plates or sets of plates which surround the input shaft.
In one construction the input shaft is coaxial with the wheel hub and an annulus gear wheel which constitutes the output gear of the reduction gear mechanism is formed on or carried by the hub coaxially therewith. A wheel may be secured to the hub, the wheel rim surrounding the motor housing.
The friction brake may be operated by means of a hydraulic actuator which is situated between the said end of the motor housing and the transmission gearing of the reduction gear mechanism, and the actuator may be supplied with pressure fluid through a conduit extending generally radially inwardly with respect to the input shaft from a supply connection external to the gear mechanism.
Thus, in one construction embodying the invention, in which the reduction gear mechanism is mounted between a pair of spaced carrier members one of which (called the inner carrier member) comprises, or is constructed for attachment to, the end of the motor housing, the friction brake may comprise a stack of cooperating annular first and second brake plates or sets of brake plates keyed respectively to the input shaft and the said inner carrier member on the side of the latter remote from the reduction gear mechanism, and the actuator may have a fixed body mounted on or defined by the inner carrier member and an annular movable actuating member which on actuation applies an axial thrust to the stack of cooperating brake plates to press them together against an abutment on the inner carrier member.
The supply conduit for the braking actuator may be formed by a drilling in the inner carrier member itself, or in a mounting plate attached thereto.
The reduction gear mechanism will usually be of epicyclic type, and in a preferred construction it is a so-called gyratory epicvyclic (strictly hypocylic) reduction mechanism having one or more externally toothed intermediate gear pinions in mesh with an internally-toothed gear ring on the hub, each intermediate pinion being journalled on an eccentric driven by the input shaft, and being thereby caused to gyrate in a circular orbital path around fixed reaction pins passing through oversize eccentric holes in the intermediate pinion which prevent its bodily rotation. In one such construction the reaction pins extend between the inner and outer carrier members.
The hydraulic connection between the outer end of the radially-inwardly-extending conduit and the external supply may be afforded by a pipe line passing between the exterior of the motor housing and the interior of a wheel rim surrounding the motor housing and secured to the hub.
This arrangement for hydraulic actuation of the brake by an actuator supplied through a radially-inwardly-extending conduit, has the advantages that on the one hand it avoids the need for hydraulic pipe line structure mounted on either end of the unit, where such structure would be vulnerable to accidental damage and would increase the axial width of the hub drive and possibly also the effective turning circle in the case of a steered motor-in-wheel unit; and secondly it avoids the need for a drilling in the input shaft of the reduction gear mechanism and in the motor driving shaft to transmit mechanical or hydraulic driving thrust from the inner end of the unit, e.g. the end of the associated motor remote from the reduction gear.
The invention may be carried into practice in various ways, but one specific embodiment will now be described by way of example only and with reference to the accompanying drawings, in which: Figure 1 is an outline side elevation of a motor-in-wheel unit, showing the reduction gear mechanism and brake mechanism in axial section, and Figure 2 is an end elevation, partly in section, of the unit of Figure 1 seen in the direction of the arrow A in that figure.
In the illustrated embodiment a wheel rim 10 carrying a tyre 10A surrounds a housing 11 for an electric driving motor 12 whose driving shaft 13 is partly shown in the drawing, and to one end of the housing 11 a reduction gearbox 14 is bolted by means of bolts 15. The reduction gearbox 14 comprises a rotary input shaft 16 which is coupled coaxially by a splined connection 17 to the end of the motor shaft 13, and which has two axially-spaced circular eccentrics 18, 19 of equal eccentricity, on which a pair of intermediate gear pinions 20 and 21 are respectively journalled by means of roller bearings 20A, 21A. The intermediate pinions 20 and 21 have equal numbers of external gear teeth in meshing engagement with the greater number of internal gear teeth 22 of an output gear ring constituting the wheel hub 23. The hub 23 has a flange 24 to which the wheel rim 10 is bolted by means of bolts or studs 25 and nuts 26. The motor housing 11 carries an integral flange 27 for mounting the whole unit on a vehicle chassis.
The input shaft 16 is journalled by means of a ball bearing 28 in an inner annular member 29 which is secured to the end face of the motor housing 11, and in an outer annular carrier member 30 by a ball bearing 31. The inner carrier member 29 is clamped by the bolts 15 to a mounting plate 32 which in turn is clamped to the end face of the motor housing 11 by the bolts 15, which extend through bores in the inner carrier member 29 and in plate 32 into tapped holes in the end wall of the motor housing. The mounting plate 32 locates the spigot portion 34 of the motor housing 11. The wheel hub 23 is journalled on the outer carrier member 30 by means of a tapered roller bearing 35, and on the inner carrier member 29 by means of a tapered roller bearing 36.
The outer annular carrier member 30 is rigidly secured to the inner carrier member 29 in spaced coaxial relationship thereto by means of the six rigid bolts 15 which also act as the reaction pins for the reduction gear mechanism. Each reaction bolt 15 has a head at its outer end outside the outer carrier member 30. A cylindrical spacer sleeve 39 surrounds each reaction bolt 15, and by tightening up the bolts 15 the assem- bly of inner and outer carrier members 29 and 30 is clamped together rigidly at the predetermined spacing dictated by the spacer sleeves 39, and the whole assembly is secured to the motor housing. The two intermediate gear pinions 20 and 21 lie between the inner and outer carrier members 29 and 30, and the reaction bolts 15 and their spacer sleeves 39 extend through circular apertures 41 in the intermediate pinions. A pair of cylindrical bushes 42 are journalled on the exterior of each spacer sleeve 39, the bore of each bush 42 being oversize with respect to the external diameter of the spacer sleeve so that the bush lubricant film acts as a hydrodynamic bearing, in the manner described in our British patent specification No.
1145266, and the cylindrical exteriors of the two bushes 42 bear against the interiors of the respective surrounding circular apertures 41 in the two intermediate pinions 20 and 21, to transmit the reaction of the reduction gearing to the reaction bolts 15 and hence to the inner carrier member 29, the mounting plate 32 and the motor housing 11. The radius of each aperture 41 exceeds the sum of the radial thickness of the associated bush 42 and the external radius of the spacer sleeve 39 by an amount equal to the radial eccentricity of the associated eccentric 18 or 19. Moreover, the pitch circle diameter of the teeth 22 of the output gear ring or hub 23 is greater than the pitch circle diameter of the teeth of each of the intermediate pinions 20 and 21 by an amount equal to twice the radial eccentricity of the associated eccentric 18 or 19.
Thus when the driving motor is energised, its driving shaft 13 rotates the input shaft 16 and the eccentrics 18 and 19, which cause their associated intermediate gears 20 and 21 to gyrate, the bushes 42 rolling around the edges of the apertures 41 and rotating on the spacer sleeves 39 of the reaction bolts 15 so that each of the intermediate pinions 20, 21 travels in a circular orbital path around each of the reaction bolts 15 but is prevented from rotating about its own axis by its engagement with the respective bush 42. This gyratory movement of each intermediate pinion 20, 21 causes its point of meshing engagement with the teeth 22 of the hub 23 to travel around the intermediate pinion which has a smaller number of teeth than the hub, causing a rotation of the hub at a differential speed and thus transmitting the drive of the motor shaft 13 to the wheel with the required speed reduction. To balance the radial thrust the eccentrics 18 and 19 are 1800 out of phase with one another, as are the two intermediate pinions 20 and 21.
The motor-in-wheel unit is provided with a friction brake of multiple-plate type comprising a first set of two inner annular friction plates 45 which are keyed or splined to the inner end portion of the input shaft 16 coaxially therewith, as indicated at 46, so that the plates 45 are free to move axially along the solid input shaft 16 whilst being driven by the shaft: and a second set of two outer annular friction plates 47, which are also coaxial with the input shaft 16 and whose outer peripheries are formed with recesses which key with a corresponding number of fixed pins 48 projecting axially from drillings in the inner carrier member 29 into a bore 49 in the latter which houses the friction brake. The outer plates 47 are thus fixed against rotation but are free to move axially along the pins 48 in the bore 49.
Friction linings are carried by the brake plates 45. To operate the brake a hydraulic actuator is provided, having an annular piston 50 sealed by a seal 50A in the bore 49 in the inner carrier member 29 for coaxial sliding therein, the piston 50 being driven in the axial direction towards the reduction gearing by pressure fluid supplied to the left hand side of the interior of the bore 49 as viewed in Figure 1. The mounting plate 32 has a central spigot 32 A carrying a sealing ring SOB, on which the annular piston SO is also sealed for coaxial sliding movement in the cylinder bore 49. The annular piston 50 has an internal ring seal 50A and an ex ternal ring seal 50B. The stack of cooperat ing brake plates 45, 47 is positioned between the movable piston 50 of the actuator and a radial abutment surface 52 on the inner carrier member 29, so that pressurisation of the part of the bore 49 to the left of the actuator piston 50 as seen in Figure 1 causes the piston 50 to compress the stack of brake plates between itself and the abutment surface 52 and so to apply the brake. Push-off springs 53 act in opposition to the piston 50 on one of the outer brake plates 47 to return the annular piston and assist in releasing the brake completely when the actuator body is depressurised.
The pressure fluid required to operate the actuator is delivered from an external source under the control of a suitable valve through a pressure line 55, which extends between the wheel rim 10 and the outer surface of the motor housing 11 and leads to a connection 56 on the flanged periphery of the mounting plate 32. The connection 56 leads into a radial bore 57 drilled in the mounting plate 32, whose inner end leads into the interior of the cylindrical bore 49 behind the annular piston 50. Thus when the brake control valve is operated to deliver pressure fluid via the line 55 and bore 57 to the actuator, this applies the brake which imposes a frictional braking torque on the input shaft 16 and hence on the driving motor and, via the reduction gearing, on the wheel hub 23. The braking torque reaction is taken by the inner carrier member 29 fixed to the motor housing 11.
The reduction gear mechanism is provided with a dished hub cover plate 63 which is secured to the wheel hub 23 by screws 64.
The cover plate 63 has a breather 65 in its centre.
After the wheel rim 10 has been removed from the flange 24 of the hub 23 by removal of the nuts 26 from the bolts 25 and withdrawal of the wheel rim assembly to the right in the drawing, the complete reduction gear assembly 14 can be removed from the motor housing 11 (which in use is fixed to the frame of the vehicle by the mounting flange 27) by disconnecting the pipe 55 at 56 and unscrewing the bolts 15 from the housing 11 by means of an Allen key passed through holes 57 in the wheel hub 23. The mounting plate 32 can then be withdrawn from the housing 11 for the complete removal of the gearbox assembly 14 from the motor housing 11, and the gearbox can be temporarily held assembled by threading holding nuts onto the ends of the bolts 15 outside the mounting plate 32.
WHAT WE CLAIM IS :- 1. A motor-in-wheel unit which comprises a motor housing provided with flange
**WARNING** end of DESC field may overlap start of CLMS **.

Claims (10)

  1. **WARNING** start of CLMS field may overlap end of DESC **.
    of the teeth 22 of the output gear ring or hub 23 is greater than the pitch circle diameter of the teeth of each of the intermediate pinions 20 and 21 by an amount equal to twice the radial eccentricity of the associated eccentric 18 or 19.
    Thus when the driving motor is energised, its driving shaft 13 rotates the input shaft 16 and the eccentrics 18 and 19, which cause their associated intermediate gears 20 and 21 to gyrate, the bushes 42 rolling around the edges of the apertures 41 and rotating on the spacer sleeves 39 of the reaction bolts 15 so that each of the intermediate pinions 20, 21 travels in a circular orbital path around each of the reaction bolts 15 but is prevented from rotating about its own axis by its engagement with the respective bush 42. This gyratory movement of each intermediate pinion 20, 21 causes its point of meshing engagement with the teeth 22 of the hub 23 to travel around the intermediate pinion which has a smaller number of teeth than the hub, causing a rotation of the hub at a differential speed and thus transmitting the drive of the motor shaft 13 to the wheel with the required speed reduction. To balance the radial thrust the eccentrics 18 and 19 are 1800 out of phase with one another, as are the two intermediate pinions 20 and 21.
    The motor-in-wheel unit is provided with a friction brake of multiple-plate type comprising a first set of two inner annular friction plates 45 which are keyed or splined to the inner end portion of the input shaft 16 coaxially therewith, as indicated at 46, so that the plates 45 are free to move axially along the solid input shaft 16 whilst being driven by the shaft: and a second set of two outer annular friction plates 47, which are also coaxial with the input shaft 16 and whose outer peripheries are formed with recesses which key with a corresponding number of fixed pins 48 projecting axially from drillings in the inner carrier member 29 into a bore 49 in the latter which houses the friction brake. The outer plates 47 are thus fixed against rotation but are free to move axially along the pins 48 in the bore 49.
    Friction linings are carried by the brake plates 45. To operate the brake a hydraulic actuator is provided, having an annular piston 50 sealed by a seal 50A in the bore 49 in the inner carrier member 29 for coaxial sliding therein, the piston 50 being driven in the axial direction towards the reduction gearing by pressure fluid supplied to the left hand side of the interior of the bore 49 as viewed in Figure 1. The mounting plate 32 has a central spigot 32 A carrying a sealing ring SOB, on which the annular piston SO is also sealed for coaxial sliding movement in the cylinder bore 49. The annular piston 50 has an internal ring seal 50A and an ex ternal ring seal 50B. The stack of cooperat ing brake plates 45, 47 is positioned between the movable piston 50 of the actuator and a radial abutment surface 52 on the inner carrier member 29, so that pressurisation of the part of the bore 49 to the left of the actuator piston 50 as seen in Figure 1 causes the piston 50 to compress the stack of brake plates between itself and the abutment surface 52 and so to apply the brake. Push-off springs 53 act in opposition to the piston 50 on one of the outer brake plates 47 to return the annular piston and assist in releasing the brake completely when the actuator body is depressurised.
    The pressure fluid required to operate the actuator is delivered from an external source under the control of a suitable valve through a pressure line 55, which extends between the wheel rim 10 and the outer surface of the motor housing 11 and leads to a connection 56 on the flanged periphery of the mounting plate 32. The connection 56 leads into a radial bore 57 drilled in the mounting plate 32, whose inner end leads into the interior of the cylindrical bore 49 behind the annular piston 50. Thus when the brake control valve is operated to deliver pressure fluid via the line 55 and bore 57 to the actuator, this applies the brake which imposes a frictional braking torque on the input shaft 16 and hence on the driving motor and, via the reduction gearing, on the wheel hub 23. The braking torque reaction is taken by the inner carrier member 29 fixed to the motor housing 11.
    The reduction gear mechanism is provided with a dished hub cover plate 63 which is secured to the wheel hub 23 by screws 64.
    The cover plate 63 has a breather 65 in its centre.
    After the wheel rim 10 has been removed from the flange 24 of the hub 23 by removal of the nuts 26 from the bolts 25 and withdrawal of the wheel rim assembly to the right in the drawing, the complete reduction gear assembly 14 can be removed from the motor housing 11 (which in use is fixed to the frame of the vehicle by the mounting flange 27) by disconnecting the pipe 55 at
    56 and unscrewing the bolts 15 from the housing 11 by means of an Allen key passed through holes 57 in the wheel hub 23. The mounting plate 32 can then be withdrawn from the housing 11 for the complete removal of the gearbox assembly 14 from the motor housing 11, and the gearbox can be temporarily held assembled by threading holding nuts onto the ends of the bolts 15 outside the mounting plate 32.
    WHAT WE CLAIM IS :- 1. A motor-in-wheel unit which comprises a motor housing provided with flange
    means for mounting the unit on a vehicle chassis, a driving motor housed in the motor housing, and a wheel hub driven through a reduction gear mechanism mounted at one end of the housing, the reduction gear mechanism having an input shaft driven by the motor and the unit including a friction brake of plate type incorporated in the reduction gear mechanism in a location between the said end of the motor housing and the transmission gearing of the reduction gear mechanism, the brake acting between the input shaft and fixed structure of the reduction gear mechanism which is secured to the motor housing, to brake the motor, and to brake the hub via the reduction gear mechanism, and the brake comprising co-operating annular brake plates or sets of plates which surround the input shaft.
  2. 2. A motor-in-wheel unit as claimed in Claim 1 in which the friction brake is provided with a hydraulic actuator also situated between the said end of the motor housing and the transmission gearing of the reduction gear mechanism, and means for supplying the actuator with pressure fluid through a conduit extending generally radially inwardly with respect to the input shaft from a supply connection external of the gear mechanis m.
  3. 3. A motor-in-wheel unit as claimed in Claim 1 or Claim 7, in which the input shaft is coaxial with the wheel hub, and in which an annulus gear wheel which constitutes the output gear of the reduction gear mechanism is formed on or carried by the hub coaxially therewith.
  4. 4. A motor-in-wheel unit as claimed in any one of the preceding claims, in which the transmissing gearing of the reduction gear mechanism is mounted between a pair of spacer carrier members one of which (called the inner carrier member) comprises, or is attached to, the end wall of the motor housing, and in which the friction brake comprises a stack of cooperating annular first and second brake plates or sets of brake plates keyed respectively to the input shaft and to the inner carrier member on the side of the latter remote from the transmission gearing, and in which the actuator has a fixed body mounted on or defined by the inner carrier member and an annular movable actuating piston which on actuation applies an axial thrust to the stack of cooperating brake plates to press them together against an abutment on the inner carrier member.
  5. 5. A motor-in-wheel unit as claimed in Claim 4 in which the supply conduit for the brake actuator is formed by a drilling in the inner carrier member itself, or in a mounting plate attached thereto.
  6. 6. A motor-in-wheel unit as claimed in any one of the preceding Claims, in which the reduction gear mechanism is of epicyclic type.
  7. 7. A motor-in-wheel unit as claimed in any one of Claims 1 to 5 in which the reduction gear mechanism is of the so-called gyratory epicyclic type having one or more externally toothed intermediate gear pinions in mesh with an internally-toothed gear ring on the hub, each intermediate pinion being journalled on an eccentric driven by the input shaft, and being thereby caused to gyrate in a circular orbital path around reaction pins secured to the fixed structure and passing through oversize eccentric holes in the intermediate pinions which prevent its bodily rotation.
  8. 8. A motor-in-wheel unit as claimed in Claim 7 in which the reaction pins extend between the inner and outer carrier members.
  9. 9. A motor-in-wheel unit as claimed in Claim 2 or in any one of Claims 3 to 8 when dependent on Claim 2, which includes a wheel rim secured coaxially to the hub and surrounding the motor housing, and a pipe line passing between the exterior of the motor housing and the interior of the wheel rim and connected to the external connection of the radially-inwardly-extending conduit for supplying pressure fluid from an external supply to the brake actuator.
  10. 10. A motor-in-wheel unit substantially as specifically described herein with reference to the accompanying drawings.
GB647677A 1978-02-15 1978-02-15 Motor-in-wheel units Expired GB1571918A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB647677A GB1571918A (en) 1978-02-15 1978-02-15 Motor-in-wheel units

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB647677A GB1571918A (en) 1978-02-15 1978-02-15 Motor-in-wheel units

Publications (1)

Publication Number Publication Date
GB1571918A true GB1571918A (en) 1980-07-23

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Family Applications (1)

Application Number Title Priority Date Filing Date
GB647677A Expired GB1571918A (en) 1978-02-15 1978-02-15 Motor-in-wheel units

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GB (1) GB1571918A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8033943B2 (en) 2005-08-18 2011-10-11 Ntn Corporation In-wheel motor driving unit

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8033943B2 (en) 2005-08-18 2011-10-11 Ntn Corporation In-wheel motor driving unit
US8038562B2 (en) 2005-08-18 2011-10-18 Ntn Corporation Power transmission device
EP2233783B1 (en) * 2005-08-18 2012-05-30 NTN Corporation Driving unit
EP2476931A1 (en) * 2005-08-18 2012-07-18 NTN Corporation Power trasmission device

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Legal Events

Date Code Title Description
PS Patent sealed
732 Registration of transactions, instruments or events in the register (sect. 32/1977)
PCNP Patent ceased through non-payment of renewal fee

Effective date: 19930215