Technical Field

This invention relates to all types of power transmissions, that is, powertrains of all kinds of machinery, specifically of electric cars, internal combustion engine cars, and bicycles: each incorporating a plurality of movable pulleys as levers mounted free on shafts and of links as effortless traction means each coupled tangentially from shaftrims or from pulley hubs to other pulleyrims so as to provide lever means in series for serving as a multiplier of a newly-defined 'wheel and axle potential energy' when static (see the Advantage section on page 10) and for operating with an input (an external force) or a multiplicand but exerting an output many times over the input, which is the product of the multiplicand and the multiplier of the wheel and axle potential-converted kinetic energy, depend- ing on the magnitude of a load torque, so that the powertrain may drive or brake drivewheels with the input of a fraction of the output required to meet the load torque; and incorporating freewheels-, cams-, springs-loaded clutches in conventional constant-mesh gears for performing automatic transmissions as well as for freewheeling while driving.

Background Arts and Disclosure of Invention in Terms of Technical Problems of the Prior Arts, Their Solutions, and of the Advantageous Effects Electric (Jar A conventional powertrain of an electric car consisted of a o.toraxle/pulley, cooling fan/mocoraxle, a variable resistance electro-magnetic clutch/pulley, and propellershaf , all driven oy a number of batteries stored in the car and recharged. The motoraxle/pulley used a small pulley fixed to the motoraxle

through the hub and a big pulley fixed to a driven shaft with a belt run inbetween so as to allow the small pulley to rotate frequently with as little motor output as possible, but drisin the big pulley through the belt a little slowly but more easily. This combination, however, caused the motoraxle to twist the small pulleyhub to rotate the pulley contrary to the principle of wheel and axle, instead of to draw the pulley by rim from the axle rim through a link. The improper combination required more use of an electric power (an input) to produce an output of around seventy percent of the power (the input) used. A conventional generator axle/pulley in an internal combustion engine car used also a small pulley fixed to the axle and a is pulley fixed to the crankjoumal through the pulleyhub with a belt run so as to allow the big pulley to rotate the small pulley more often for higher electric power production. This combination also caused the crankjoumal to twist the pulleyhub to rotate the big pulley, thus requiring much more effort, as stated above.

This invention, however, aims to provide the motoraxle or the crankjoumal with a small or a big pulley, or a plurality of movable pulleys, as necessary, being mounted free thereon and with a traction rod, or traction rods each, being connected tangentially from the axle rim or from pulleyhub bosses to other pulley rims, and so on (in other words, traction pulleys connected in series) for serving as lever means in series for facilitating the rotation of the axle or the crankjoumal more easily by drawing other pulleys by rims from hubbosses through traction rods consecutively in accordance with the principle of wheel and axle. The motoraxle/cooling fan (motoraxle/cooling fan, generator

axle/cooling fan, or axle/propellers of aeroplanes or of heli¬ copters, or screws of ships) consisted of a motoraxle, a fanhub, and two or more blades projecting vertically from the hub in opposite directions. The vertical projections of the blades caused the motoraxle to twist one ends of the blades to rotate the fan, making the entire surface of the radially long blades push forward the air in the face at the same time, thus allow¬ ing the portion of the blades near the axle to plough slowly while the portion at the long, open ends of the blades to plough alone through the airspace much, much faster than the other end, bringing about violent vibrations and noises, and requiring much more effort.

This invention, however, aims to provide a cooling fan with blades rather projecting, like traction rods, in all directions from the fanhub at an incline of some forty degrees forward from the inverse tangent of the fanhub boss so that the axle may rotate, drawing the blades slantly, thus pushing aside the air to blow the same strong wind or to ride over the same air as the prior arts do, with little efforts to be exerted by the fanhub boss (short radius) plus some more efforts of pushing aside the air slantly, whereby the fan makes much less vibra¬ tions and noises, as compared with the prior arts.

The variable resistance electro-magnetic (VREM) clutch/pulley or VREM clutch/shaft comprised an excited-coil drive member with the excited coil core projecting vertically from the drive member hub fixed to a driveshaft and a shorting-coil pole projecting in line with the excited coil core. The vertical projection of the excited coil core caused the drive member to twist one ends of the coil cores to rotate the drive member. The invention aims to provide the excited coil drive member

with an excited coil core projecting tangentially from the drive member hub so as to allow the drive member to rotate, drawing the coil core as if to draw a traction rod in a straight line for easy attraction. The propellershaft was coupled from the mainshaft of a trans¬ mission to a differential gear to transmit the drive power to the rearaxle for driving rearwheels.

This invention is to incorporate lever means in the shaft to drive it with much less efforts than required. The propeller- shaft will be divided near the differential gear into a drive member and a driven member to transmit power through traction pulleys. A plurality of traction pulleys will be mounted free on the drive member with the traction rods connected to other pulley rims. A free joint pulley with a hubbore having a key hole on one side and a female-threaded bore on the other will be half inserted on and keyed to the end of the driven member, the male-threaded end of the drive member be screwed into the female-threaded bore of the free joint pulley a little loosely so as not to transmit the power to the driven member directly, the traction rod of the last traction pulley be connected to the free joint pulley rim, and the first-inserted traction pulley be keyed to the drive member, so as to provide lever means in series for facilitating the rotation of the drive member much more easily. Internal Combustion Engine Car

Conventional internal combustion engine cars consisted of piston connecting rods/crankshaft, crankjournal/flywheel, cons¬ tant-mesh type gear transmission, propellershaft, rearaxle/ brake-drum, and cooling fan/generatoraxle. An improved piston connecting rods/crankshaft, which was

developed by me and specified in Korean Patent No.109842, 30 December 1996 (KR Publication No.96-10263, 26.07.1996) or a related PCT Publication No. 092/07200, 30.04.92),. comprised a piston connecting rods each having a big end with a round crank pin bore in the center and a round crankpin being divided from O into ( and with the former portion taken off and a cont¬ ract spring set being loaded between the cut-off sides of the two for allowing, in expansion strokes, the big end to dash as much as possible toward, but short of, a rotational direction by contracting the spring and sliding on the crankpin prior to pushing with the spring repelling force the crankpin toward a rotational direction; that is, at least a resultant of a faster piston speed and a little slower rotational speed of the crank¬ shaft for smoother, strong rotation. But the crankarms of the crankshaft projected vertically from the crank ournal, still causing, in expansion strokes, the big end to push the crankpin slantly toward the crankjoumal, thus meeting with resistance, making vibrations and noises, and also the crankarms to plough swiftly in the air space, making stronger vibrations and noises and also causing, in suction, compression, and exhaust strokes, the crankjou al to twist one ends of the crankarms with much effort to reciprocate the big end from the top-dead-center to the bottom-dead-center.

This invention, however, is to form a crankarm, a tangent pushrod , and a balance weight in a disc, partitioned by slit, so as to allow them to rotate without the vibrations and the noises in the airspace at high speeds and to secure the fly¬ wheel effects; to have the crankarms project laterally and tan- gentially from the crankjoumal by slit in a width of a little less than the radius of the crankjoumal to a disc rira for the

big end to push it through a tangent pushrod to a full rotat _¬ ional direction; that is, a resultant of the expansion piston speed and the rotational speed of the crankshaft in expansion strokes, and for the crankjoumal to rotate easily, drawing the crankarm tangentially, thus reciprocating the big end up and down in suction, compression,and exhaust strokes; and to have the tangent pushrod extend inversely from the open end of the crankarm to a crankpin, in a half-moon shape by slit one side and connect to a conventional crankpin so that it may stay in a rotational direction, a resultant of expansion strokes' speed of the piston and a current, rotational speed of the crankshaft and that the big end may push, in expansion strokes, the crank¬ pin and the tangent pushrod straight to a full rotational dire¬ ction to secure the maximum efficiency. A crankshaft having this type of a tangent pushrod/crankarm is also useful for changing circular motion to a to-and-fro motion.

The crankjournal/ lywheel comprised a crankjoumal and a fly¬ wheel connected to its hub through a flange so as to cause the journal to twist the hub of the flywheel to rotate it. This invention is to have two traction rods project tangent¬ ially from the flange, in opposite directions to the rim of the flywheel, the flange fixed to the end of the crankjoumal, the flywheel mounted free and secure on the end of the journal and one ends of the traction rods connected to the rim of the fly- wheel so that the crankjoumal may rotate easily the flywheel by drawing the two traction rods.

The constant-mesh gear type transmission comprised a main- shaft, several, different size, idle ?ears mounted free on the mainshaft, and clutch gears mounted on splined ainshaft, a countersha t, several different size gears on the countershaft

with the sprockets meshed with those of the idle gears on the mainshaft. This mechanism required manual work, giving rise to frictions and noises in changing gear ratios.

This invention, however, is to have a different size, idle gears set mounted free on the mainshaft, transfer leversmounted on the splined mainshaft to clutch at or de-clutch from the idle gears set, different size, idle gears separately mounted free on the countershaft with the sprockets meshed with those of the idle gears on the mainshaft, and automatic clutch sets each connected between the countershaft and the countershaft gears; the automatic clutch sets each comprising freewheels, translation cams, tension springs, separate hubs in uniform sizes for causing them to clutch at or de-clutch from the countershaft gears alternately according to engine speeds and gear ratios, so that the countershaft may rotate alone at idle engine speeds without an accelerator pedal being pressed so as not to drive the countershaft gears to allow the drivewheels to freewheel by inertia or to allow the drivewheels to be braked without a foot clutch pedal being depressed while driving, it may drive alternately one of the countershaft gears at acceler¬ ating speeds for automatic transmission when the accelerator pedal is kept pressed , or that it may accelerate speeds after freewheeling when the accelerator pedal is re-pressed.

The conventional semi-floating rearaxle/brake-drum/drivewheel comprised a semi-floating rearaxle with a flange attached to the open end of the axle, the brake-drum attached to the flange via bolts, and the drivewheels attached to the flange via bolts so that the rearaxle may twist the hub of the drivewheel to rotate the drivewheel or that the brake-drum may brake the dri- vewheels hard by checking the hub of the drivewheels.

This invention is to have semi-floating rearaxles have a screwy boss at either open end next to the rearaxle flange, a big disc-like flange to be mounted free and secure on the screwy boss for use as a force-point pulley, and a brake-drum have four traction rods projecting in four directions tangent- ially from the drum hub to the rim of the big flange for draw _¬ ing the rim of the big flange. The brake-drum will be attached to the conventional axle flange through the axle boss via bolts and nuts, and the big disc flange screwed on the screwy axlebos a little loosely and the open ends of the four traction rods connected to the spaced rim of the big flange via bolts and nut and drivewheels attached to the side of the big flange via bolt and nuts for complete assembly, so that the rearaxle may rotate the drivewheels easily by drawing the rim of the big flange through the traction rods, and that the brake-drum may brake the drivewheels easily by checking the rim of the big flange through the traction rods, iiicycle

Conventional bicycles consisted of a pedal crankshaft/chain- gear, a chain, and freegears/rearwheel. Left and right crank arms just projected in such a limited radius vertically from the crankjoumal that a bicyclist had to press the pedal hard at the top-dead-center toward the rotational direction. And the inner race of the ratchetwheel loaded in the freegears was just fixed to the rearwheel hub through a spindle so that the free- gears should rotate the rearwheel by twisting its hub hard.

This invention is to have left and right pedal crankarms each extend longer enough not to touch the ground and a frontwheel mudguard from the cran joumal, and tangent pushrod each extend from the open end of the elongated crankarms backward to where

conventional crankarms ended, and pedals each mounted on the ends of the pushrods so that the bicyclist may press easily the pedal toward a rotational direction, pushing the end of the longer radius of the crankshaft; to have the chaingear have a wide hubboss and hubbore for resting free and secure on the crankjoumal and supporting a lever set; to have the lever set contain a 'fl' shaped orce-point/traction rod with a leverhub boss at one end, and a separate 'fl' shaped traction/force-point rod project tangentially from the lever hubboss on the other side to as long as the crankarm and curve back toward the crank journal to fasten the curved rod to the side of the chaingear; the chaingear mounted free and secure on the crank ournal throu chaingear hubbore not to receive the pedal power, the lever set mounted free on the chaingear hubboss, the force-point rod of the separate traction/force-point rod attached to the sideface of the chaingear, the open end of the traction rod attached to the hubof the right crankarm fixed to the end of the crank¬ joumal, and the left curved crankarm attached to the left,open end of the crank ournal, so as to provide the crankshaft with curved crankarms, lever set of two levers, and the chaingear for facilitating a bicyclist' pedaling much easier by pushing the end of the elongated crankarms eccentrically; and to have the inner race of the ratchetwheel have a flange with spaced traction spoke bores and balance spoke bores along the rim and the inner race screwed a little loosely but securely on the snindle of the rearwheel not to transmit power directly to the spindle, and to have four traction spokes connected tan ential in iverse direction from the spaced traction spoke bores of the flan≤e to the rim of the rearwheel, and two balance spokes connected forward from the two balance spokes bores tc the rim

of the rearwheel so as to provide the inner race of the ratchetwheel with the four traction spokes for rotating much easily by drawing the rearwheel by rim through the traction spokes, while the inner race comϋined with the two balance spokes for holding the rearwheel in balance and rotating together with the rearwheel. The Advantages of the Invention

It is necessary to discuss here in detail the 'wheel and axle potential energy' newly defined and named as such by me for the first time.

Transmission elements such as shafts, crankshafts, gears, pulleys, wheels, etc., can be so combined and interconnected as to rotate other elements by drawing or pushing by rims from hubbosses through links (traction rods) to secure the maximum of efficiency with the minimum of efforts in accordance with the principle of wheel and axle. This arrangement will provide lever means in series in the powertrain for being a multiplier of 'a wheel and axle potential energy' when static and for operating with an input (an external force) or a multiplicand but exerting an output many times over the input, which will be the product of the multiplicand and the multiplier of the wheel and axle potential-converted kinetic energy to meet a load torque. The output is the product of a multiplicand (an input) and the multiplier of one pulley's two radial ratio (2 : 1 = 2) other pulley's two radial ratio (2 : 1 = 2), and more other pulley's two radial ratio (2 : 1 = 2): 1 (multiplicand) x 8 (2 x 2 2, multiplier). The augumentation of potential energy will be gained by adding more movable traction pulleys to the combination or by varying radial ratios. When some movable traction pulleys, which comprise pulleys

and traction rods projecting tangentially from the hubbosses to next traction pulley rims, are applied to a motoraxle and a generatoraxle, the last traction pulley will rotate, exerting an output many times greater than the motor output, thus enabl- mg to rotate the rotor of a large capacity generator for high voltage electric production. As a result the potential energy will help any machines provided with a motor, traction pulleys, and a generator to produce a self-supporting electric energy for their own operations. The follow-ing is the detailed description of the combination of transmission elements for providing a multiplier of a wheel and axle potential energy. To this end a plurality of movable pulleys (levers) with the hubboss regarded as a small pulley or as a small radius and the pulleyri as a big pulley or as a big radius will be mounted free on an axle as if to rest on a fulcrum, and the first pulley fixed to the axle through the hub to rotate with the axle; and a plurality of traction rods (link) will be coupled tangentially from one pulley hubboss to next pulleyrims (as if a string were wound on either rim tightly) and so on to serve as effortless traction means, so that one pulley may rotate other pulley with leverage by drawing by rim from the hubboss through the traction rod one after another, and the last pulley w ll be coupled to other driven gears through sproc¬ kets, belts, or to the last driven pulley fixed to a driven shaft. The multiplier of the potential energy is calculated by a ratio (2 to 1) of two radii of a pulley rim and hub times a ratio of two radii of next pulley rim and hub, and so on.

It is so far known that the principle of wheel and axle has only such a limited theory as 'there is gain in force, but there is loss in distance; therefore, there is no gain in the moment

of work (torque), so that no academic reserch papers of any kinds have ever suggested a potential energy to be produced by a combination of two or more movable pulleys in series. As .a matter of fact, there is gain in force, and there is no loss in distance; therefore there is gain in the moment of work, too, provided that two or more movable pulleys are to be mounted free on a shaft and interconnected so as to rotate otherpulleys by drawing by rim tangentially from hubboss through links.This gain in force or a succesive gain in force has been defined as 'a potential energy ¹ and named as 'wheel and axle potential energy' by this inventor for the first time. better understanding of the object and advantages of the invention needs to deal with the relationship of the radial ratios of big and small pulleys fixed to an axle, and the relationship between an external force and the torque, consider¬ ing from the principle of wheel and axle; radial ratio of the big and small gears fixed to two separate shafts with the spro¬ ckets meshed , and the relationship between the external force and the torque of the pulleys; the radial ratio of the small and big pulleys being mounted free on an axle and so coupled each other so that the small pulley may rotate the big pulley, draw¬ ing by rim, and the relationship between the external force and the torque; efficient traction means; the related formula for a conventional geartrain; and related formula for a new traction pulleytrain, on which calculations of the potential enerey are base .

The co uinations of pulleys and axles are classified into three for different purposes. The first one serves as a crank¬ shaft or as a driven member like a lever, the second one does as a transmission for changing speeds; and the third one, which

is novel, will serve as levers in series for operating with an input, a fraction of an output, but exerting an output many times over the input by the multiplier of a wheel and axle potential energy to meet a load torque. The first combination consisting of an axle and a pulley with a hubboss and a big rim mounted on and fixed to the axle through the hubboss makes it easier, by the ratio of the two pulley radii, to turn the axle by pushing the big pulley rim than by pushing the small pulley rim in accord with the principle of wheel and axle. The related formula for the principle is: W (weight or force) x r (small pulley rim) = F (force) x R (big pulley rim) = T (work or torque). This combination, however, failed to comply with this principle, because a big pulley was just mounted rigidly on a shaft so as to cause the driveshaft to rotate the pulley by twisting the pulley hub. in other word the pulley is driven by an external force applied to the hub, instead of to the rim.

The second combination for a conventional transmission comp¬ rised a big gear fixed to a shaft and a small gear fixed to another shaft with either sprockets meshed constantly so as to cause the big gear to rotate slowly but to rotate the small gear more often by the ratio of the two radii. This needs an identical external force to be applied to either sprockets for changing speeds and for changing outputs as well. And a low speed gear consisting of a small gear meshed with a big gear should begin to oe rotated at the start, as the former rotates faster than the latter with the same force but with more torque momentum on the latter, and a high speed gear comprising a big gear meshed with a small gear can be driven later by the same force plus the enertia in force to accelerate speeds and to

promote the outputs.

The automatic gear type transmission introduced here has complied with this principle. The clutches containing free¬ wheels loading each translation cams and tension springs, self adjustable by a certain frictional pressure, are each connected betwen the countershaft through their hubs and the countershaft gears by the sides of the gears through the outer races of the freewheels, so that while the countershaft is rotating, the drive members of the cams may not make or make access to the driven memoers, press them hard, slide them over, or reverse them with an identical pressure on the driven members, depending on engine speeds by an accelerator pedal and gear ratios. The drive members of the cams are rotating, drawing the inner races through the tension springs not extended at slow, idling engine speeds, but they make access to the driven members, as the tension springs are extended by an accelerator pedal being pressed, pressing the driven members hard, and sliding them over except the drive member of low speed gear at the start, which alone can keep pushing the driven member with the same pressure, speeding up, thus allowing the second gear to take over, etc., and freewheeling by inertia when the accelerator pedal released.

The third combination for serving as a multiplier of a wheel and axle potential energy comprises a flange or a small pulley for use as a short radius and a big pulley as a big radius being separately mounted free on an axle with the flange fixed to the axle through hubboss, and a traction rod being coupled tangent¬ ially from the rim of the flange to a point of the rim of the big pulley so that the axle may rotate the big pulley by draw- ing by rim through the traction rod, or comprises two pulleys

each consisting of a small wheel (a hubboss) and a big wheel (a pulley rim) being mounted free on an axle and a traction rod being coupled tangentially from the small wheel (hubboss) of- the first pulley to a point of the rim of the big wheel of the next pulley so as to provide lever means in series for performing progressive leverage with a little force, thus exerting an output many times greater than the input by the multiplier of one pulley's two radial ratio times other pulley's two radial ratio. The latter combination above is the incorporation of the first and the second combinations above. The former causes the small wheel and the big wheel to turn around once with an identical power applied either end of the rims of the two pulleys but with the torque incrased by a ratio of the two radii on the big pulley; while the latter causes the two same pulleys to turn around once with a little external force applied to the first pulley rim but to cause the second pulley to be turned with the force multiplied by a ratio of the two radii of the first pulley. Thus, a pulley integrated with a traction rod is here called a traction pulley. A plurality of traction pulleys in series is called 'a traction pulleytrain.' The related formula for the traction pulleytrain is somewhat like the related formula for a geartrain, but it is not for producing a gear ratio but for producing a multiplier of the wheel and axle potential energy to be applied to an input (an external force received) or a multiplicand .

If a traction pulley has a radius for dual uses instead of two different radii as in the case of a lever, the identical figure of a radius will be used as denominator and numerator in the formula. Suppose for example that three traction υulleys

each have a big radius and a small radius with a ratio of 2 to 1 and an indication by a, b, c, d, e, and f in order. Then the formula for a conventional geartrain is: F/w = b/a x d/c x f/e = 1/2 x 1/2 x 1/2 = 1/8 or 8F = 1.V. but the formula for tract- ion pulleytrain with the last pulley (a drivewheel) exerting an output at a big radius will require the figure of that radius to be used as the denominator and also as the numerator for the radial ratio calculation, which follows: F/W = b/a x d/c x e*/e = 1/2 x 1/2 x 2*/2 = 1/4 or 4F = 1 , or F : = 1 : 4. F of 1 at 'a' will increase to of 4 (four-fold) at 'e'. This would mean that the pulleytrain will exert a four-fold power ('.,' at (e) with an input (F) of 1 received at 'a'. So only one quarter (F) of a normal drivepower (an output) for this pulleytrain is needed as an input. And if the transmission power begins with a small pulley 'b', like a driveshaft, the same figure of the small radius 'b' will be used as both denominator and numerator as: F/w = /b* x d/c x e/e = 1/1* x 1/2 x 2/2 = 1/2. 2F = 1 . This indicates that F represents an input or a multiplicand, from 2F, a multiplier, and represents an output to meet a load torque.

Conventional fan blades, propeller blades of aeroplanes and helicopters, screws ofships should properly project a little forward tangentially from axle rims like a traction rod of a traction pulley, so that the axle may rotate, drawing one ends of the blades slantly, still blowing the wind as conventional blades do, and propeller blades should be properly wider and flexible in the rear like birds' wings so as to plough throufrh the air with as little vibrations and noises as possible. This feature will make a fan work well with a little power applied to the axle of a short radius, thus saving much fuel and also

making little vibrations and noises. In a bicycle pedal mech¬ anism pedal crankarms should be elongated as much as allowable for easy push by a longer force-point of a lever and two tange _¬ ntial pushrods should be curved and extended from the open end of the crankarms backward to a point where conventional crank _¬ arms ended and pedals mounted thereon so as to facilitate the pedaling of the bicycle.

Further objects and advantages will become apparent from a serious consideration of drawings and ensuing description of it. Brief Description of Drawings

Fig. 1 shows a sectional view of a high-powered powertrain of an electric car, the first embodiment, according to the invention. Fig. 2 shows a perspective view of motoraxle/traction pulleys, variable resistance electro-magnetic clutches, and generator axle/traction pulleys.

Fig. 3 shows a plane view of a motoraxle/cooling an.

Fig. 4 shows a perspective view of drive propellershaft/traction pulleys/free joint pulley/driven propellershaft.

Fig. 5 shows a sectional view of a high-powered powertrain of an internal combustion engine car, the second embodiment, according to the invention.

Fig. 6 shows a sideview of engine connecting rod/crankshaft. Fig. 7 shows frond and perspective views of connecting rod big end/crankshaft. Fig. 8 shows a perspective view of crank ournal/flywheel. Fig. 9 shows an exploded view of crank ournal/flywheel. Fig. 10 shows a sectional view of automatic different-size gear type transmission. Fig. 11 shows a frontview and an exploded view of automatic, different-size gear type transmission.

Fig. 12 shows a perspective view of semi- loating rearaxle/ traction brake-drum/drivewheels.

Fig. 13 shows a front view of a high-powered powertrain of a bicycle, the third embodiment, according to the invention. 5 Fig. 14 shows an exploded view of pedal crankshaft/chaingear. Fig. 15 shows a sectional view of free gears/rearwheel. Fig. 16 shows a front view of the inner race of a ratchetwheel and traction spokes and balance spokes. Drawing Reference .Numerals: 0 Embodiment 1, Electric Car

Left, right motoraxles(10,10' )/left, right traction pulleys(11, 11')/left, right variable electro-magnetic clutches(27,27' )/ right generatoraxle(43' ) , or /drive propellersha t(48) , and cooling fan(22)/motoraxle(l0) 5 10,10' left, right motoraxles- 11,11' left, right tractionpulley 12,12' left, right puleyhubbossl3, 13' left, right traction rods 14,14' left,right tractionpins 15.15' left,right tract.pin bore

17 screw

20 key hole

22 cooling fan

24 blade 26 key

27,27' left,right VREM clutchs 28,28* left,right drive members 29,29' left,right ex.coil core 30,30' left,right force-p. pulley 2531,31' left,right tract pinbore34 ,34 ' left,right driven members

35 left driven member traction rod/pin

36 traction pin bore of 30 37 screw bore

38 screw 39 axle splitpin bore

40 split pin 41 key hole

3042 key 43,43' left,right generatoraxle

44,44' left,right sh coil pole 46 key hole 47 key 48 drive propellershaft

Drive propellershaf (46)/right traction pulleys(56)/free joint pulley(51 )/driven propellersha t(50)

5 48 drive propellershaft 49 male-threaded end

50 driven propellershaft 51 free joint pulley

52 hub boss 53 unthreaded bore

54 female-threaded bore 55 traction pin bore

56 right traction pulley 57 traction pin

10 58 screw 59 screw bore

60 Key 61 key hole

Embodiment 2, Internal Combustion (IC) Engine Car Connecting rod(70)/crankshaft(7l )

Automatic different-size geartype transmission(101 ) 101 auto geartype transmis 102 mainshaft,diff. size gears 103 mainshaft gear hub 104,104' shiftshafts 0 105 mainshaft eng brakgear 106 spline

107 driven clutch gear 108 drive clutch gear

109 mainshaft reverse gear 110 count.shaft eng. brakegear

111 count.shaft reverse gear 112 count.shaft diff-size gears

113 countershaft 114 clutch set 115 outer race 116 inner race 117 hub 118 roller retainer

119 roller retainer housing 120,120' upper,lower driven cam

121,121' pin boss bores member housing

122,122' upper,lower driven cam members 123,123' pin bores 124,124' bushings

125,125* pins 126,126' snap rings

127,127' other ends 128,128' small tension spring 129,129' small spring pegs grooves

130 small tension spring 131 drive cam member 132 drive cam member groove 133 screw bore

134 screw 135 big tension spring

136 big tens. spring groove 137 spring peg

138 hub spring groove 139 hub spring peg

140 flange 141 key (flange) 142 key hole (flange) 143 lock pin

144 lock pin bore 145 key(countershaft)

146 key hole(countershaft)

Semi-floating rearaxle(1 0)/traction brake-drum(15 )/drivewheels

150 semi-floating rearaxle 151 traction brake drum 152 brakeshoe 53 drivewheel

1 4 rearaxle flange 155 free joint flange

156 rearaxle boss 157 hub boss of free joint

158 rim bolt bore 159 flange hub boltbore

160 traction rod 161 tractionrod bolt bore 162 female-threaded bore 1 3 drumhub bolt bore

164 drivewheel hub boltbore 165 force-point rim 166 short hub bolt 167 nut of drumhub

168 hub bolt(drivewheel hub) 169 nut (rim bolt) 170 traction rod bolt 171 washer 5 172 nut (drivewheel) Embodiment 3, bicycle Pedal crankshaft(180)/chaingear( 185)

180 pedal crankshaft 181,181' left, right crankarms

182,182' left, right pushrods 183,183* left, right holders 184 crankjoumal 185 chaingear

186 chaingear hubboss 187 chain

188 lever set 189 lever hubboss

190 lever hub bore 191 force-point rod

192 traction rod 193 force-point/traction rod 194 bolt bore 195 separate tractionrod/force-

196 hub bolt poi t rod

197 nut

Free gears(200)/rearwheel(201)

200 free gears 201 rearwheel 202 rearwheel spindle 203 ratchetwheel inner race

204 flange 205 traction spoke bore

^" 206 rearwheel rira 207 traction spoke

208 balance spoke 209 balance spoke bore

210 wheelrim spoke core Modes for Carrying Gut the Invention

Embodiment 1, Electric Car high-powered powertrain of an electric car comprises, as shown in Fig. 1, left motoraxle( 10)/left traction pulleys(11)/ left variable resistance electro-magnetic (VRE. ) clutch(27)/ left traction pulleys(11 )/right generatoraxle(43' ) for facilit-

ating the rotation of the generator(43' ) ; right motoraxle(10' )/ right traction pulleys(11 * )/right VREM clutch(27' )/drive propel- lershaft(48) for facilitating the rotation of the propellershaft (48); drive propellershaft(48)/right traction pulleys(56)/free joint pulley(51 )/driven propellershaft(50) for facilitating the rotation of the driven propellershaft(50); cooling fan(22)/left motoraxle(10) ; and cooling fan(22)/left generatoraxle(43) both for easy rotations of the fans(22).

^■ Illustrated further in Fig. 2 are the left, right motoraxles (10,10') and the right generatoraxle(43' ) with the left, right traction pulleys(11 , 11 ' ) and a force-point pulley(19) and the left, right VREM clutches(27,27' ) mounted free on the axles and on the drive propellershaft(48) . The left, right traction pulleys(11 , 11 ' ) have each pulley hubbosses( 12,12' ) for serving as a small radius or a weight point of a lever, and a radially long, circular rim for serving as a big radius or a force-point of a lever at a traction pin bore(1 ,15' ) , specifically circular for reducing air resistance and noises in speedy rotation in the airspace; and the left, right traction rods(13,l3') each projec- ting tangentially from the pulley hubbosses(12,12' ) leftward or rightward to the traction pin bores(1 ,15' ) of the adjoining pulleys for serving as effortless traction means, and the trac¬ tion pins(H,14') extending therefrom at right angle through the rims so as to be hooked in the traction pin bores(1 ,15' ) for drawing the rim securely for easy rotations of the traction pulleys(11 ,11 ' ) . The force-point pulley(19) has the same radia¬ lly long and circular rim like the traction pulleys(11 , ' ) without a traction rod and a traction pin bore(36), screw bore (37) on rim and key hole(41) in the hub. The left, right VREM clutches(27,27' ) have each drive members

(28,28*) and driven members(34 »34 ' ) for magnetic attraction. The left, right drive members(28,28' ) have each separately excited-coil cores(29,29' ) projecting tangentially from the hub bosses for facilitating the attraction of the shorting coil poles(44,44' ) , and force-point pulleyst,30,30' ) each integral with the hubbosses of the drive members(28,28' ) with a traction pin bores(31 ,31 ' ) on rim for being drawn easily by rim; and the left, right driven member(34 ,34' ) have each shorting-coil poles (44,44') facing straight to the coil cores(29,29' ) for easy attraction; and the left driven meraber(34) has a traction rod/ pi (35) projecting tangentially from the hubboss and curving at an angle for coupling to the rim of next traction pulley(ll), and the right driven member(34') has only a hub keyhole(46) without a traction rod thereon. The left, right traction pulleys(11 ,11 ' ) and the separately excited-coil drive members(28,28* ) will be mounted free on the left, right motoraxles(10,10' ) as if to rest on a fulcrum, the first-inserted traction pulleys(11 , 11 ' ) be keyed to the motor- axles(10, 10' ) via key(2l) and keyhole(20), and the traction pins (14,14*) put into the traction pin bores(15,1 * ;31 ,31 ' ) of the adjoining traction pulleys(11 ,11' ) and the force-point pulleys (30,30') and screwed via screw(17) and screw b.ores(l6); and the force-point pulley(19), the left traction pulleys(11), and the left shorting-coil driven member(34) will be mounted free on the right generatoraxle(43' ) in that order with the left short¬ ing-coil pole(44) disposed in line with the left separately excited-coil core(29), the traction pins(14,35) put into the traction pin bores(36,15) of the adjoining traction pulleys 9, 11) and joined via screws(38,17) and screw bores(37,16) , and a split pin(40) put into split pin Dore(39) at the end of the

right generatoraxle(43' ) to keep it secure; the force-point pulley(19) be keyed to the generatoraxle(43' ) via key(42) and keyhole(4l); the right shorting coil driven member(3 ' ) of the right VRE clutch(27') keyed to the drive propellershaft(48) via key(47) and key hole(46), thus completing the assembly of the otoraxles/traction pulleys/VREM clutches/generatoraxle. with this arrangement the left, right motoraxles(l0,10' ) are ready to be rotated with a little electric power (input) by a battery, with the VREM clutches cut off by a regulator (not shown), and to increase its speed gradually; the motoraxles combined with the traction pulleys(11 ,11 ' ) and the drive members (28,28') will rotate, exerting an output many times over the input; and then the left VREM clutch(27) will be switched on to transmit the boosted output to the driven member(34) on the right generatoraxle(43' ) at variable speeds; the left VREM clutch(27) will operate more easily by the excited coil core (29) of the drive member(28) attracting the shorting-coil pole (44) tangentially from the hubboss; and the traction pulleys(H) and the force-point pulley(l9) on the right generatoraxle(43' ) combined will rotate, further increasing the boosted motoroutput to rotate fully the right generatoraxle(43' ) for producing a higher voltage electricity, so that some of the high voltage electricity the battery will be recharged with and the remainder may be used to operate the motoraxle more strongly so as to drive not only the drive propellershaft(48) but also the gener- atoraxle(43' ); and next the right VREM clutch(27* ) will be switched on to transmit the boosted motor output to the drive propellershaft(48) at variable speeds and to drive or to brake the drive propellershaft(48) easily with the output boosted through the right traction pulleys(H') and the clutch(27'),

thus enabling an electric car to run with a self-supporting electricity.

The cooling fan(22)/left motoraxle(10) or the cooling fan('22) /left generatoraxle(43) are illustrated in Figs. 1 and 3. The cooling fa (22) has a hubboss(23) and blades(24) projecting at some forty degrees forward direction from the inverse tangent of the hubboss(23) or in a less radial width of the hubboss(23) in opposite directions or in all directions, so that the axles (10,43) may rotate, drawing the blades(24) a little slantly, thus pushing the air to blow. The cooling fan(22) is keyed to the axles( 10,43) via key(26) and keyhole(25) to provide fan means for blowing wind with minimum vibrations and noises with a little effort exerted by the hubboss plus some more efforts of pushing the air slantly and pushing the air forward. The drive propellershaft(48)/right traction pulleys( 6)/free joint pulley(5l )/driven propellershaft(50) are shown in Figs. 1, and 4. A conventional propellershaft will be divided at a point near the differential gear into a drive propellershaft(48) and driven propellershaft(50J not to transmit power each other directly. The drive prop. shaft(48) has a male-threaded end(49) for joining free to the threaded bore(54) of the free joint pulleys51), and the driven prop. shaft(50) has a key hole(61 ) at the end for holding the free joint pulley(51). The free joint pulley(51) has a wide hubboss(52) with an unthreaded bore (53) and a key hole(6l) at one side for joining rigidly to the driven prop, shaftt _. 50) and with the threaded bore(54) on the other side for screwing a little loosely but securely to the male-threaded end(49) of the drive prop. shaft(48) and has a traction pin bore(55) on rim. The free joint pulley(5l) will be half mounted on the end of the driven prop. shaft(50) through

the unthreaded bore(53) and keyed thereto via keyhole(6l and keyl.60); the right traction pulleys(56) be mounted free on the drive prop, shaf (48), tne male-threaded end(.49) of the drive prop. shaft(48) be screwed a little loosely into the threaded bore(54) of the free joint pulley(5l , the traction pins(57) be put into the traction pin boresv55) and screwed via screws(58) and screw bores(59) one by one; and in this state the first inserted traction pulley(56) be keyed to the drive prop, shaft (48) via key(60) and keyhole(6l), so as to provide the traction pulleys in series combined with the drive prop. shaft(48) and the driven prop. shaft(50) for facilitating the rotation of the drive prop, shaft much more easily. Embodiment 2, Internal Combustion (IC) Engine Car

An IC engine car comprises connecting rods(70)/crankshaft(71 ) , crankjournal(75)/flywheel(90), cooling fan(22)/generatoraxle(43') automatic, constant-mesh gear type transmission(101 ) , drive propellershaft(48)/right traction pulleys(56)/free joint pulley (5l)/driven propellershaft(50) , and a semi-floatingrearaxle( 150) /traction brake-drum(1 1 )/drivewheel(153) as shown in Fig. 5. The cooling fan(22)/generatoraxle(43') , the drive propeller¬ shaft(48)/right traction pulleys(56)/free joint pulley(5l)/ driven propellersha t(50) are also shown and illustrated in Figs 1, 2, 3, and 4 and specified in Embodiment 1, electric car. The connecting rods(70)/crankshaft(71 ) comprises, as shown in Figs. 5, 6, and 7, big ends(72) with a round plane bearing hous- ing(73) in the center, and the crankshaft(71 ) integrated with _t he crankjoumal(75) , crankarms(76) , tangent pushrods(77) , spring set(74)-loaded cranκpins(73) , and balance weights(79). The crankarm(76) , the tangent pushrod(77), and the balance weight(79) are formed in a disc, partitioned by slit, so as to

allow them to rotate without vibrations and noises in the air space at high speeds and to secure flywheel effects; the crank- arms(76) project laterally and tangentially from the crankjόur- nal(75) by slit in a width of a little less than the radius of the crankjoumal to a point of the disc rira at an abtuse angle of some 100 degrees forward from the crankpin(78) so that the big end(72) may push, in expansion strokes, the open end of the crankarm(76) toward a full rotational direction through the tangent pushrod(77) without resistance of the crankshaft(71 ),. vibrations and noises, and that the crankjournal(75) may, in suction, compression, and exhaust strokes, rotate easily, draw¬ ing the crankarm tangentially, thus reciprocating the big end (72) up and down between the top-dead-center and the bottom- dead-center; the tangent pushrod(77) extend inversely from the open end of the crankarm(76) to the crankpin(78) in a half-moon shape by slit one side so as to stay in a rotational direction, a resultant of an expansion stroke speed of the piston and the current, rotational speed of the crankshaft, and to connect integrally to the crankpin(78) , so that the big end(72) may, in expansion strokes, push the crankpi (78) and the tangent pushrod (77) straight toward a full rotational direction to facilitate the rotations of the cranksha (71 ) most effectively. The crank pins(78) of the crankshaft(71 ) will be rotatably disposed in the big end(72) and joined by tapbolts(δθ) and nuts(81) to complete the assembly.

With this arrangement the crankshaf (71 ) will, in suction, compression, and exhaust strokes, rotate easily, drawing tangen¬ tially the crankarms(76) , the tangent pushrods(77 , and the crankpins(78) in a circle to reciprocate the big end(72) most effectively, ana the big end(72) will, in expansion strokes,

push the crankpins(78) and the tangent pushrods(77) straight toward the open end (a disc rim) of the crankarms(76) in a full rotational direction to rotate the crankshaft(71 ) most smoothly and quietly with flywheel effects. The crankjournal(75)/flywheel(90) comprises, as shown in Figs. 5, S, and 9,a crank ournaK75) , a journal flange(96), a flywheel (90), and traction rods(97). The crankjoumal(7 ) has a male- threaded journal boss(94) at the end for supporting the flywheel (90) loosely and securely through threaded hub bore(9l) and a pilot bearing housing(95) in the center of the journal boss(94) for supporting an existing clutchshaft (not shown). The journal flange(96) has two traction rods(97) projecting in opposite and inverse rotational directions toward spaced points of the rim of the flywheel(90) , and traction pins(98) each extending at a right angle from the end thereof to hook in the rim of the flywheel(90) . The flywheel(9θ) has the threaded hub bore(91) for mounting free on the journal boss(94), and two traction rod grooves(92) and traction pin bores(93) along the sides of the flywheel(90) . The journal flange(96) will be mounted on the crank ournal(75) through the journal boss(94), a pilot bearing (not shown) be loaded in the pilot bearing housing(95), and the flywheel(90) mounted free on the journal boss(94) through the threaded hub bore(9l) by screwing a little loosely, the clutch¬ shaft (not shown) put into the pilot bearing, the traction pins (98) placed in the traction rod grooves(92) and traction pin bores(93) and finally the journal flange(96) keyed to the crank journa _l (75) via key(10θ) and keyhole(99), so as to cause the crankjournal(75) to facilitate the rotation of the flywheel(90) much more easily. The automatic, constant-mesh, different size gear type trans-

missio (101 ), as shown in Figs. 5, 10, and 11, comprises a set of mainshaft different size gears(102) mounted free on the main¬ shaft for free rotation, a driven clutch gear(107) at the main¬ shaft gear hub(103), a drive clutch gear(108) traveling by a shiftshaft( 10 ) through splines(106) on the mainshaft to clutch at or to de-clutch from the driven clutch gear(l07) and a count¬ ershaft reverse gear(l1l), and a mainshaft reverse gear(l09), a mainshaft engine brake gear(l05) and a countershaft engine brake gear(llθ) operated by another shiftshaft( 104 ' ) for engine brake driving or heavy-duty driving, a countershaft, different size gears(112) with sprockets meshed with those of the mainshaft gears(102) individually mounted free on the countershaft( 113) , and automatic clutch sets(114) each counted between the count- ershaft(113) and the countershaft gears(112). The automatic clutch sets(l14) each have outer races(11 ), inner races(1l6), roller retainers(118) , hubs(117), translation cams(122,122' ,131 ) , and big tension springs(135) in uniform size for uniform operation. The outer races(115) nave each lockpin bores(144) to fasten to the sides- of the countershaft gears(112). The roller retainers(118) will be disposed between the inner races(1l6) and the outer races(115) to act as bearings or as sprags when pressed by a drive cam member(131 )« The inner races(1l6) are separated from the hubs(117) and have roller retainer housings(119) on the outer circumference and upper, lower driven cam member housings(120,120' ) in the inner cir¬ cumference with hollow openings through the base of the roller retainer housings(119) , pinboss bores(121 , 1 ' ) at one end and big tension spring grooves(136) ; and the inner races(1 o) loaded with the roller retainers(118) and the driven cam members( 122,122' ) thereunder should be so heavy that the big

tension spring(l35) may extend when engine speeds are accele¬ rated by an accelerator pedal to allow the drive cam members (131) to make access to and to press the driven cam members( ^' 22, 122'). The hubs(117) have drive member grooves(132) and big tension spring grooves(138) and spring pegs(139). The upper and lower driven cam raembers(122, 22' ) have pin bores(123,123' ) at one end and the upper driven members(122) have such a curved surface and the drive members(131) have such a springy, curved surface that the drive members(13l) will slide thereon back and forth frictionally to cause the driven members(122) to resist or yield to the pressure of the drive cam members(131 ), and the driven cam members(122, 122' ) have sides so inclined at the other ends(127, 127' ) that one other end(127) may ride on the other end (127') of the lower driven cam members(122' ) to exert the same pressure upon the outer races(115); the other ends(127,127' ) have small spring grooves(128, 128' ) and small spring pegs(129, 129') for the small tension springs(130) to pull each other; the big tension springs(l35) are so long and tensile that they may extend when the hubs rotate faster by the accelerator pedal pressed, thus causing the drive cam members(l3l) to make access to, touch, and to push the driven cam members(122,122' ) to press the rollers(118) against the outer races(H5) all at the same time; at which time if the outer race(H5) attached to the third speed gear should resist the pressure, the big tension spring (135) will extend, allowing the drive member(131) to slide fric¬ tionally on and pass the curved surface of the upper driven cam memoer(l22) and to run ahead, drawing the inner race in a strained state; if the outer race(115) attached to the second gear would yield to the pressure, then the second speed gear will drive at this gear ratio and accelerate until when the out-

er race(115) of the third speed gear yield to the pressure and the third speed gear will take over; when the outer race of the second gear should run ahead of the inner race, the inner race will just follow, since the outer race rotates faster and the big tension spring returns to normal; when the accelerator pedal is released, all the big tension springs will return to normal, thus allowing the car to run by inertia; when the running car needs to be braked, only a brake pedal may, be depressed without a clutch pedal being depressed, as the big tension springs will return to normal.

The clutch sets(114) will be assembled as follows: The upper and lower driven cam members( 12 ,122' ) will be each loaded in the upper, lower driven member housings(120,120' ) , pins( 125,125') and bushings(124 , 124' ) be inserted into the upper, lower pin boss bores( 121 ,121 ' ) and pin bores( 123, 123' ) and fixed with snap rings(126, 126' ) ; while the small tension springs(l30) be each strainedly hooked on the spring pegs(129, 129' ) in the spring grooves(128,128' ) with one other end (127) riding on the other end(127'); the drive cam member(l3 ) be disposed in the drive cam member groove(132) on the hub(H7) and fixed thereto via screw(l34) and screw bore(l33); the hubs(117) be each placed in the center of the inner races(ll6); the big tension springs(l35) be connected between the inner races(H6) and the hubs(117) through the big spring grooves(l36) , spring pegε(l37), hub spring grooves( 138) and hub spring pegs(139). The clutch sets (114) will each be attached to the side of each countershaft gears(l12) through the outer races(l15) via lockpins(1A3) and lockpin bores(l44) to be integral. Flanges(Uθ) and the count¬ ershaft gears(112)/clutch sets(114) combined will be alternately inserted on the countershaft(113) and the flanges(l40) be keyed

to the countershaft( 113) via keys(14l) and keyholes(142) to prevent the gears from sliding axially or sidewise, and then the gears( 112)/clutch sets(114) be put next to the flange(14 _. 0) with its sprockets meshed with those of the mainshaft gears(102) and the hubs(l17) be keyed to the countershaft(113) via counter¬ shaft keys(H5) and keyholes(146) for completion.

This arrangement requires a conventional clutch pedal to be depressed before engaging a drive clutch gear(l03) to a driven clutch gear(107) of the mainshaft gear hub(103) through a shift- shaft(l04) for transmitting power to the mainshaft from the countershaft gears(112) for allowing the engine to run idle and for automatic trnamiεsion in a 'D' drive position. The accele¬ rator pedal will be simply depressed to start driving the car, and then the big tension springs(l35) will extend, causing the drive translation cam members(l3l) to touch and push the driven cam members(l22,122' ) and rollers(ll8) against the outer races (115) for clutching at the outer races(,115) simulaneously; where by only one outer race(l15) of the second speed gear or of the low gear will yield to the pressure according to the rotational speed and the gear ratio, and transmit the power; as the speed increases, the outer race of the third high speed gear will yield to the pressure and accelerate; at which time, if the accelerator pedal is released, the car will continue to run by inertia without the clutch pedal being depressed; the car may be stopped by depressing the brake pedal only, as the tension springs return to normal; when the accelerator pedal is depresed while running by inertia, the car will resume acceleration from the current speed, thus, the automatic gear type transmission will perform automatic transmissions by causing the respective outer race to clutch at or de-clutch from the inner races one

after another by gear ratios and rotational speeds.

Meanwhile, the mainshaft engine brake gear(105) and the count- shaft engine brake gear(HO) will be separately mounted on the mainshaft and the countershaft to drive the car with a greater torque or to use as a strong brake gear. This system can be used when strong brake operation is required, since this is mounted ahead of and to act on the drive propellershaft/traction pulleys/driven propellershaft with the minimum efforts.

The range pattern of the shift lever of this automatic trans- mission may have four selector-lever positions: reverse (R), neutral (i' , drive(D), low engine brake drive (L) ( not shown).

The semi-floating rearaxle(1 0)/traction brake-drum( 1 1 )/drive wheel(l 3) comprises, as shown in Figs. 5 and 12, a semi-float¬ ing rearaxle(l 0) , a rearaxle flange(154), a brakeshoe(l52), a traction brake-drura(151 ) , a free joint flange(155), and a drive wheel(153). A conventional rearaxle(150) is cut short at the end connected to the differential gear by the width of the free joint flange(155) in front of the rearaxle flange(154), and a rearaxle boss(156) is extended by that much from the rearaxle flange(154) and male-threaded for supporting the free joint flange(l55) free and secure; the free joint flange(155) has wide hub boss(157) with a threaded bore(162) .thereunder for mounting free on the male-threaded rearaxle boss(l 6), four hub boltbores (159) around the hubboss(l57) for holding the drivewheeK153) , and a force-point rim(l65) as a radially long as to a drive wheel oase with four spaced rim bolt bores 158); the traction orake-drum(15 ) has four traction rods(l60) projecting tangent¬ ially from the hub of brake-drum(1 1 ) , partitioned by slit, in a less radial width of the rearaxle flange(154) to the spaced rim bolt bores(15S) of the free joint flange(l55), and has thick

traction rod bolt bores(l6l) at the open ends. The traction brake-drum( 151 ) will be mounted on the rearaxle flange(154) and fixed thereto via short hub bolts(166), drum hub bolt bores('163) and nuts(167). The free joint flange(155) will be threadedly mounted on the male-threaded rearaxle boss(l 6) but a little loosely; in this state the traction rod bolts(170) be put into the four bolt bores(161) of traction rods(l60) and the rim bolt bores(158) of the free joint flange(155) and fixed via washers (171) and nuts(169); hub bolts(l68) be joined firmly to the hub bolt bores(159) of the free joint flange(155); the drivewheels (153) will be fixed to the hub bolts(l68) through hub bolt bores (164) of the drivewheels(153) for completion of the assembly. With this arrangement the rearaxle(150) will rotate easily the free joint flange(155) or the drivewheel(153) by drawing by rim through the traction rods(160), and the drivewheels(15 ) will be easily braked by the brake-drum checking the rotation of the drivewheels by rim through the traction rods(160). Embodiment 3, Bicycle

Pedal crankshaft( 180)/chaingear( 18 ) , and free gears( 00)/rear wheel(20l) are shown in Figs. 13, 14, 15, and 16. The pedal crankshaft(1δ0)/chaingear(185) comprises left, right pedal crank arms(181 ,181 ' ) , tangent pushrods(182,182' ) , left, right holders (183,183'), a leverset(188) , a chaingear(l85) , and chain(l87). The left, right crankarms(181 , 181 ' ) are each extended from 17 centimeters to twenty one centimeters in radius for easy rotat¬ ion oy end pushing. The left, right tangent pushrods(182,1P2 ¹ ) each bend from the open end of the crankarms backward from the rotational direction and project about 30 centimeters up to where conventional pedal craukarms ended, and pedals be mounted on the end, so that bicyclist's pedaling at the top-dead-center

may push the end of the elongated crankarms toward a full rota¬ tional direction through the tangent pushrods( 182,182' ) for most efficient rotation. The left, right holders(183, 183' ) are of wire and coupled between the hub end of the crankarms(181 , 181 ' ) and the pedal end of the tangent pushrods(182, 182' ) to prevent the tangent pushrods from being impaired when a bicyclist stands on the pedals. The chaingear(18 ) has a wide chaingear hub boss(186) for supporting a lever hub boss(l89) and mounting free on the crankjoumal(184) . The leverset(188) has a lever hubboss (189) with a leverhub bore(l90) for mounting free on the chain gear huo boss(l86) and 'fl' shaped force-point rod/traction rod (193) with the force-point rod(19l) projecting in a left, radial width from the lever hubboss(l89 about 21 centimeters as long as the elongated crankarπH181 ^• ) and the traction rod(192) curv- ing at the end of the force-point rod(19l) and extending up to the hub bolt(l96) of the right crankarm(181 ' ) for coupling there to so as to allow the hub bolt(,196)(a weight point of a lever) to draw a force-point through the traction rod, and a 'n' shaped separate traction rod/force-point rod(l95) projecting tangent- ially in a right radial width from the lever hubboss(189) to as far as the force-point rod/traction rod(193) and curving back long enough to be coupled to two spots of the radial surface of the chaingear(185) so as to allow the weight point of the lever to draw the elongated force-point of the chaingear through the traction rod(195). The lever set(l88) will be mounted on the chaingear hubboss(l86) free through the lever hubboss(189) , and the force-point rod of the separate traction rod/force-point rod (195; be welded at the two spots to the surface of the chaingear (185) to be integral. The chaingear hubboss(186) will be mountd free on the crankjou al(184) on the right side, the left and

right pedal crankarms(181 , 181 ' ) will be fixed to either end of the crankjournal(184), and the open end of the force-point/trac¬ tion rod(193) will be fixed to the hub bolt(196) through bolt bore(194) with nut(l97) for complete assembly, so as to provide lever means in series combined with the curved, elongated crank arms(181 ,181 ' ) , leverset( 188; and chaingear(185) for facilita _¬ ting the rotation of the chaingear much more easily.

The free gears(200j/rearwheel(201 ) , as shown in Figs. 13, 15, and 16, comprises free gears^OO), a ratchetwheel inner race (203), flanee(204) attached to the inner race(203), four trac¬ tion spokes(207), balance spokes(208), and rearwheel(201 ) . The ratchetwheel inner race(203) has the flange(204) attached around the rim thereof with four spaced traction spoke bores(205) and two balance spoke bores(209) formed around its rim for hooking the ends of traction and balance spokes(207,208) . Four traction spokes(207) and two balance spokes(208) will be selected among conventional spokes which were coupled before and hooked in the spaced traction spoke bores(205) and the balance spoke bores( 209) of the flange(204) at one ends, before the inner race(203) be screwed a little loosely on the rearwheel spindle(202) , and the other ends(male-threaded) of the traction spokes(207) be screwed into wheelrim spoke bores(210) inverse tangent to the flange(204) for serving as tangent traction rod, and the other ends of two balance spokes(208) be screwed into the two wheel- rim spoke bores(210) forward tangent to the flange(204) for balancing and co-rotating with the inner race(203), so as to provide lever means combined with the inner race(203), traction spokes(207), balance spokes(208), and the rearwheel(201 ) for facilitating the rotation of the rearwheel(201 ) more easily. Industrial Applicability

The invention of the wheel and axle potential energy will bring about an industrial revolution to the entire industrial world. It is because powertrains of machinery comprising traction pulley means connected in series enable it to start running with the least input and to keep running with an electric energy that it produces while running, as illustraded above. Motor-driven generator electric plants can be establi _¬ shed at any places for local needs of electric energy. This fact may resolve not only the problems of the depletion of fossil energy and of the polluted gas emission but also enor¬ mous operational costs of atomic power plants and nuclear waste. As a result this invention truly enables all mankind as a whole to make an easy, economic use of modern conveniences under the pure, green environment of the Mother Nature as it is, thus contributing greatly to the human enjoyments of plentiful, prosperious, cultural lives. Conclusion and Scope of Invention

Thus the reader will see that the high-powered powertrain of this invention provides a highly reliable, simple, efficient, economic transmission means, which can be applied to all kinds of machinery.

.Vhile my above description contains many specificities, these should not be construed as limitations on the scope of the invention but rather as some exemplifications of the preferred embodiments thereof. Many other variations are possible. For examples, in a conventional automative transmission comprising a big gear fixed to a driveshaft and a small gear fixed to a driven shaft with either sprockets meshed constantly for higher speeds, a flange with a short radius should rather be fixed to the drive shaft, the big gear just mounted free on the drive

shaft, and a traction rod be coupled tangentially from the flange rim to the rim of the big gear so as to cause the drive shaft to rotate the big gear by drawing by rim through the traction rod for easy rotation, and the small gear should be mounted free on the driven shaft and a flange (pulley) with a long radius should be mounted on and fixed to the driven shaft next to the small gear and a traction rod should be coupled tangentially from the small gear hubboss to the rim of the big flange so as to cause the small gear to rotate the big flange by drawing by rim for much easier transmission. Another example is that a handbrake system of brake-drum, band, and lining should be mounted on the mainshaft before the drive propeller¬ shaft/traction pulleys/driven propellersha t, so that the hand¬ brake may work with the least effort. Accordingly the reader is requested to determine the scope of the invention by the appended claims, their legal equivalents described in the specifications, not by the examples which have been given.