WO2002042111A1

WO2002042111A1 - Traction drive vehicle with power conserving systems

Info

Publication number: WO2002042111A1
Application number: PCT/US2000/032135
Authority: WO
Inventors: Regis E. Novitskey
Original assignee: Novitskey Regis E
Priority date: 2000-11-27
Filing date: 2000-11-27
Publication date: 2002-05-30
Also published as: AU2001220464A1

Abstract

A traction drive vehicle includes a motor (28) and controller (30) and power conserving systems (P, 48).

Description

TRACTION DRIVE VEHICLE WITH POWER CONSERVING SYSTEMS

BACKGROUND OF THE INVENTION The present invention relates generally to a powered vehicle, useful for transporting people and goods and, more particularly, to an electric traction driven vehicle.

Any appraisal of powered vehicles for transporting people and goods generally leads to considerations relating to the environment in which the vehicles function. Within the penumbra of "environment" is consideration of the capacity of the infrastructure, such as arterial highways and roads in and about large population centers, to support ever-increasing loads of vehicular traffic .

In many cases, roads and highways were designed at an earlier time when vehicular traffic was substantially lighter than it is today. The result frequently is an obsolete, low capacity, highway system that is unable efficiently to handle modern heavy traffic loads.

Thus, it is all too common for the roads carrying vehicular traffic into and out of cities of the world to be grid locked by rush hour traffic. In many cases, the traffic is comprised, principally, of automobiles having gasoline powered internal combustion engines.

As an automobile moves slowly in a flow of congested traffic, two events occur that have a detrimental impact on the environment. In one case, the automobile produces hydrocarbon emissions that result in unwanted and unhealthy air pollution. In another case, especially in heavy traffic, the automobile does not function in an efficient manner. Of course, it is recognized that inefficient utilization of hundreds of thousands of automobiles, on a daily basis, results in an ever-increasing diminution of petroleum reserves. Some attempts have been made to alleviate the problems set forth above. In some cases, gas-powered motorcycles and bikes have replaced the automobile. An advantage of such vehicles is a reduction of stress on the highway infrastructure when substantial numbers of automobiles are replaced. However, while this approach has some value, these vehicles have serious limitations. A notable limitation, for example, is the fact that, like the automobile, such vehicles produce hydrocarbon emissions. In response to the emissions problem, designers have looked to electrically powered vehicles. These vehicles afford the advantage of their gas-powered counterparts since widespread use results in reduction of traffic congestion. In addition, the electrically powered vehicle does not produce hydrocarbon emissions during use.

However, the advantages of electrically powered vehicles are often canceled out by other factors. For example, they are battery driven and are thus limited in range, between battery charges. In addition, because of energy limitations, they are designed for travel at relatively low speeds. Some prior art vehicles evidence attempts to increase range and/ or speed of electrically driven vehicles. A principle, in the form of a rough rule of thumb, is that it requires one watt of electrical energy to move a weight of one pound a distance of one mile. With this in mind, designers of conventional electrically driven vehicles have attempted to increase range and speed by reducing vehicle weight. While this approach has merit, a reduction in operational safety can be an undesired result in some cases. Thus, in spite of the environmentally beneficial effects that result from replacement of gas-powered vehicles by electrically driven vehicles, range and sped limitations have resulted in marketplace resistance, at least in some cases. In view of the foregoing, it is apparent that a need exists for a traction driven vehicle that includes the advantages of electrically driven vehicles, such as reducing highway congestion while reducing hydrocarbon emissions, but is more efficient than conventional electrically driven vehicles. Desirably, such a new traction driven vehicle would be convenient to use and would include power conserving characteristics that would increase vehicular speed and range. Advantageously, these increases would be realized without sacrifice of driver safety.

SUMMARY OF THE INVENTION A new and improved traction driven vehicle includes power- conserving characteristics that increase vehicular speed and range. In a preferred embodiment, the invention provides a highly efficient drive train system that operates in combination with an on-board electrical system to substantially reduce power consumption thereby enabling the vehicle to achieve a predetermined performance envelope with realized maximum endurance.

BRIEF DESCRIPTION OF DRAWINGS FIG. 1 is a pictorial view of a battery powered traction vehicle which is constructed according to the present invention; FIG. 2 is an enlarged pictorial view of a rear compartment seat assembly of the traction vehicle of FIG.1 with the seat removed for instructional purposes;

FIG. 3 is an enlarged pictorial view of the power supply electronic flasher assembly of the traction vehicle of FIG. 1, illustrating a separated electronic flasher assembly; FIG.4 is a pictorial view of a frame forming part of the traction vehicle of FIG. 1: FIG. 5 is a pictorial view of the wheel and suspension assemblies mounted to the frame of FIG. 4;

FIG. 6 is a schematic diagram of the charger system of FIG. 2; FIG. 7 is a schematic of the integrated power supply electronic flasher assembly of FIG. 2; FIG. 8 is top plan view of an instrumentation panel forming part of the headlamp assembly of FIG. 1; FIG. 9 is a sectional view of the instrumentation panel taken along the line 9-9 of FIG. 8; FIG. 10 is a block diagram of the power conserving system of the traction vehicle of FIG. 1;

FIG. 11 A is a side elevational view of a prior art lamp assembly found in a conventional motor vehicle;

FIG. 1 IB is a side elevational view of another prior art lamp assembly also found in a conventional motor vehicle;

FIG. 12A is a pictorial view of a lamp assembly forming part of the battery powered traction vehicle of FIG. 1;

FIG. 12B is a pictorial view of another lamp assembly forming part of the battery powered traction vehicle of FIG. 1;

FIG. 13 is a pictorial of a lamp socket assembly adapted to receive the lamp assembly of FIGS. 12A and 12B;

FIG 14 is a pictorial view of another motor traction vehicle constructed in accordance with the present invention;

FIG. 15 is a pictorial view of the vehicle of FIG. 1 illustrating the instrumentation panel;

FIG.16 is an enlarged pictorial view of the steering handle and headlamp of the vehicle of FIG. 1 ; FIG. 17 is a pictorial view of the light guidance arrangement between the headlamp and display panel of the vehicle of FIG. 1; and

FIG. 18 is a side elevational view of the frame of FIG 4. DETAILED DESCRIPTION OF PREFERRED EMBODIMENT

The present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes that come within the meaning and range of equivalency of the claims are to be embraced within their scope. In the following detailed description and in the several figures of the drawings, like elements are identified with like reference numerals. Referring now to the drawings and more particularly to FIG. 1 thereof, there is illustrated a battery powered traction driven vehicle 8 that is constructed in accordance with the present invention. The traction vehicle 8 includes a novel set of drive train components and on-board accessories that are configured for minimum power consumption during day and evening vehicle operation to provide improved endurance over a wide range of speeds from about one mile per hour to about fifty miles per hour, as will be explained more fully below. Considering now the vehicle 8 in greater detail with reference to

FIGS. 1, 2 and 4, the Vehicle 8 generally includes an on-board power conserving system 9 supported on a highly efficient drive train system 10 that operate in combination to substantially reduce power consumption enabling the vehicle 8 to achieve a predetermined performance envelope with realized maximum endurance. The on-board power conserving system 9, as will be explained hereinafter in greater detail, generally includes a highly efficient voltage regulator system 34 for coupling electrical power to a power conserving lamp flasher circuit 39 for driving a set of power conserving lamp constructions, in the form of turn signal indicators 40 and 42, respectively, and a tail/brake light indicator 44 and a power conserving headlamp instrumentation panel assembly 46 that all cooperate together to provide the vehicle 8 with a significantly improved low power consumption profile that greatly increases the endurance of the vehicle 8 without the need of recharging an on-board rechargeable battery 36.

The power conserving system 9 and the drive train system 10 are supported by a frame assembly 100 (FIG. 4) that also supports from below at least a single rider (not shown) on a rear compartment seat assembly 13. The rear compartment seat assembly 13 includes a removably mounted seat 15 that conceals a power cord assembly 17 (FIG. 2) and an on-board battery charger assembly 19 forming part of the power conserving system 9. The power cord assembly 17 and the battery charger assembly 19 cooperate to help enable the rechargeable battery 36, removably mounted to the vehicle 8, to be easily and quickly recharged when needed-

A front suspension system 14 (FIG.5) is mounted to a front portion 16 of the frame 100 and supports a front wheel assembly 18 that enables the rider to control the forward direction of the vehicle 8 as it travels along a defined path of travel. A front skirt 21 and frame skirt 26 shield the front wheel assembly 18 to help block road moisture from reaching the rider of the vehicle 8 while also providing the vehicle 8 with an aesthetically pleasing appearance. A rear suspension system or assembly 20, secured to a rear portion

22 of the frame assembly 100, below the rear seat assembly 13, supports a motor driven rear wheel assembly 24 that enables the vehicle 8 to be propelled along its path of travel under the torque power generated by a drive train system 10. In this regard, the drive train system 10 includes a motor 28, a motor controller 30 and a set 32 of in-line switches that will be described with respect to FIG. 10. For the moment, it will suffice to state that the motor 28 is protected by the frame assembly 100 and the body skirt 26 and is coupled mechanically to the rear wheel assembly 24 for creating a sufficient traction force to drive the vehicle 8 along the ground. In order to enable day and evening operation of the vehicle in a safe and reliable manner, the voltage regulator system 34, forming part of the power conserving system 9, derives its power from the rechargeable battery 36. The voltage regulator system 34, as will be explained hereinafter in greater detail, includes an integrated accessory power supply and electronic flasher assembly 38. The power supply assembly 38 regulates 24-volt DC, 36-volt DC or 48-volt DC to an average 12-volt DC switched output. The 12-volt DC output is utilized to provide power to the various on-board lighting accessories that include the electronic flasher circuit 39 that provides the necessary current limiting and timing controls for the pair of turn signal indicators 40 and 42 respectively, the tail/ brake light signal indicator 44, and the motorcycle headlamp and instrurnentation panel assembly 46, which functions to illuminate the path in front of the vehicle 8, as well as an instrumentation panel 48, described hereinafter in greater detail.

Considering now the on-board lighting accessories in greater detail, it will be understood by those skilled in the art that prior art incandescent lamps, such as lamps 1100 and 1110, as illustrated in FIGS. 11A and 1 IB respectively, typically require about 0.800 amperes at 12 volts DC consuming about 10 watts of power. The novel construction of the turn signal indicators 40 and 42, as well as the construction of the tail/brake light signal indicator 44, significantly reduce the vehicle 8 power profile by using light emitting diodes. As best seen in FIGS. 12A and 12B, the indicators 40, 42 and 44 are constructed by integrating a standard bayonet lamp base 1200 (FIG. 12A) or a standard indexed lamp base 1220 (FIG. 12B) to support from below a generally circular printed circuit or wiring board (PWB), such as a PWB 1202 or a PWB 1222, having a sufficient mounting area 1204 and 1224 respectively, for receiving a limiting resistor 1226 and one or more light emitting diodes, such as a LED 1208 or a pair of LED devices 1228 and 1230, respectively.

Integrating the LED technology within an incandescent lamp base allows the use Qf light emitting diodes in a conventional brake/ tail light socket assembly 1300, as illustrated in FIG. 13, while achieving reduced power consumption.

It will be understood by those skilled in the art that the bayonet lamp construction 44 is generally utilized in single circuit applications such as turn signals, running lamps, and brake lamps, while indexed lamp constructions 40 and 42 are utilized in dual circuits where one lamp is required to perform more than one function, such as in a stop/tail lamp function. From the foregoing, it will be understood that the vehicle 8 accommodates both types of lamp constructions, thereby allowing a novel lamp construction, such as the lamp constructions 40 and 42, to be utilized in turn signal functions as well as in stop /tail light functions. Considering now the power conserving headlamp instrumentation panel assembly 46 in greater detail with reference to FIGS. 3, 8-10, and 15-16, the headlamp instrumentation panel assembly 46 generally includes a top steering handle cover unit 302 (FIG. 16) and a bottom steering handle cover unit 304 that are mounted to the steering handle

300 of the vehicle 8. The cover units 302 and 304 function as a base support for a headlamp assembly 306 and an analog speedometer assembly 308 (FIG. 17) that, in turn, supports from below the instrumentation panel 48, as will be explained hereinafter in greater detail. The instrumentation panel 48 also functions as a solid light pipe for helping to illuminate the various control indicators provided on the instrumentation panel 48. These includes a battery power indicator 310, a high headlamp beam indicator 312, 314, a turn signal direction indicator 316, 318, and a speed indicator, shown generally at 320, having a plurality of speed indicator marks 330-336. In this regard, a set of flexible fiber optic light pipes, such as a light pipe (P), extend from the sides of the panel 48 with a sufficient length to acquire focused light from a headlamp 340 forming part of the headlamp assembly 306.

As mentioned earlier, the panel 48 functions as a solid light pipe whefeby uniform illumination is realized from engraved patterns or legends, such as the legend L, that help direct light to the upper surface of the panel 48 to provide the rider with desired instrumentation panel information. The directed light is either direct sunlight that reflects from the interior of the headlamp assembly 306 along the light paths formed by the flexible fiber optic pipes P into the solid light pipe formed by the panel 48 or, alternatively, during non daylight hours or those time periods when the rider has activated the headlamp 340 of the vehicle 8, the artificial light created by the headlamp 340.

In operation, when natural daylight is utilized to illuminate the panel 48, the engraved legends at the panel surface appear milk white on a black background. Conversely, when the headlamp 340 is utilized to illuminate the panel 48, the engraved legends at the panel surface appear as white light against a black background. From the foregoing it should be understood by those skilled in the art that the combination of the flexible light pipes and solid light pipe capture light, both natural and artificial, to provide the rider with clear indications of various operating conditions associated with the vehicle 8, in a significantly improved power-conserving manner.

Considering now the frame assembly 100 in greater detail with reference to FIG. 4, the frame assembly 100 is constructed of a set of light weight frame members that include a generally S-shaped base frame member 110, a U-shaped seat platform frame member 112, a generally circular motor support frame member 114, that functions also as bulk iron for the motor 34, a battery support platform frame member 116, and a V-shaped secondary seat support frame member 118. The set of frame members are welded together to form a unitary frame structure that has a balanced arrangement for supporting and balancing the drive train components and on-board accessories of the vehicle 8 to facilitate easy of handling. In this regard, when the frame assembly 100 is fully assembled with the drive train components and on-board accessories mounted thereon, the vehicle 8 may be tilted from side to side from the vertical by about 45 degrees without the rider losing weight control of the vehicle 8.

Although in the preferred embodiment of the present invention the frame assembly 100 is constructed of a set of individual frame members that are bent to desired shapes, it should be understood by those skilled in the art that each frame member, such as the base frame member 110, may be formed by a series of separate frame components that can be joined together with coupling components or welded together to form the desired frame shape. The frame assembly 100 is composed of a lightweight highly durable material that helps minimize the load capacity of the vehicle 8. In this regard, the frame assembly 100 is constructed of tubular aluminum. It is recognized, of course, that while in the preferred embodiment the frame assembly 100 is constructed of tubular aluminum, other lightweight alloy materials, such as lightweight carbon steel, can also be utilized. Considering now the front wheel suspension system 14 in greater detail with reference to FIGS. 4 and 5, the front wheel suspension system

14 generally includes a front fork assembly 66 that is adapted to be slidably mounted within a front fork sleeve or mount 51 secured at the front portion 16 of the frame 100. The front fork assembly 51 includes an upwardly extending handle bar mount 70 that is coupled between a pair of downwardly depending shock absorber mounts 72 and 74, respectively. The mounts 72 and 74 facilitate the mounting of the front wheel assembly

18 that is removably mounted between a pair of elongated shock absorber units 76 and 78 that are, in turn, removably mounted at one of their ends to the mounts 72 and 74, respectively, and to the front wheel assembly 18 at the other ones of their ends.

As best seen in FIGS. 1 and 5, the front wheel assembly 18 includes a front axle or hub 31 that supports a front circular rim 33 and brake plate assembly indicated generally at 230. The front hub 33 supports a set of lightweight spaced apart spokes (S) that extend radially between the front hub 33 and the rim 33. A replaceable tire 23 is mounted removably to the front rim 33 for further helping to facilitate the development of traction between the vehicle 8 and the ground. Considering now the rear arm suspension system 20 in greater detail with reference to FIGS. 1 and 5, the rear arm suspension system 20 supports the rear wheel assembly 24 that is removably mounted to vehicle

8. In this regard, the rear arm suspension system 20 generally includes a pair of support arms 202 and 204 respectively that are interconnected by a rear arm cross bar member 206. A pair of footrest brackets, such as the footrest bracket 208, is mounted to respective ones of the support arms

202 and 204. A rear footrest, such as the footrest 210, is pivotally mounted to each one of the footrest brackets for receiving and supporting the feet of the rider from below. The distal ends of the support arm members 202 and 204 are adapted to receive and support a rear shock absorber assembly, such aέ the shock absorber assembly 212. The shock absorber assembly 212 is bolted to the support arm members at one end and to a pair of downwardly depending flange members 214 and 216 forming part of the U-shaped seat support frame member 112. In this regard, the shock absorber assembly 212 can be easily removed and replaced as required during routine maintenance of the vehicle 8.

Considering now the rear wheel assembly 24 in greater detail, the rear wheel assembly 24 generally includes a rear axle 25 that supports a rear circular rim 27. The rear rim 27 supports another set of light-weight spaced apart spokes (S) that extend radially between the rear rim 27 and the rear axle 25. A replaceable tire 29 is mounted removably to the rear rim 27 for further helping to facilitate the development of traction between the vehicle 8 and the ground. An electric motor mount or hub 60 is secured to the base frame member 110 at a front intermediate portion 32 of the frame 100 and supports from above the electric motor 28. More particularly, the mount 60 enables the motor 28 to be protected by the frame assembly 100 while at the same time permitting the various motor components, including the motor controller 34 31 that will be described hereinafter in greater detail, to be secured in a space indicated generally at 120, between the motor and the base frame 110. In short, the frame 100 helps to protect and shield the motor 28 and the motor controller 31 from undesired moisture.

Considering now the battery 36 in greater detail, with reference to FIG. 10, the battery 36 is a high impact nonspillahle lead-acid battery, such as a Hawker Genesis Model 0766-2001 pure lead battery. The battery 36 includes a flame-retardant plastic case for enclosing an absorbent electrolyte that is retained in a set of thin plates that enable the battery 36 to be recharged to a high state during a short sixty-minute recharge cycle. The high impact flame-retardant plastic case provides a safe container that is not easily ignited, thereby helping protect the vehicle 8 from accidental fires. The low internal resistance of the battery 36 helps facilitate the discharge and recharge cycles of the battery so that the battery 36 provides high-rate performance in a safe and convenient manner. It will be noted by those skilled in the art that the placement of the motor 28, and the battery 36, at a front intermediate location of the frame 100 at about a position below the driver of the vehicle 8, provides the vehicle 8 with an enhanced stability by effectively lowering the overall center of gravity of the vehicle 8. In this regard, the vehicle 8 can be tilted between about zero degrees relative to the ground and about forty-five degrees relative to the ground before losing stability.

Considering now the on-board charger assembly 19 in greater detail with reference to FIGS. 1 and 3-5, the charger assembly 19 is removably mounted to the frame assembly 100 within the seat compartment assembly 13. The charger assembly 19 includes a heat sink 37 having a set of upstanding fins (F) for helping to dissipate any heat developed by a charging circuit 500 (FIG. 6) during its recharging cycle. As best seen in

FIG. 4, the power supply assembly 38 is removably mounted to the underside of the charger assembly 19. In this manner, both the charger assembly 19 and the power supply assembly 38 may be removed from the vehicle 8 for repair or replacement purposes, in a fast and convenient manner. Considering now the charging circuit 500 in greater detail with reference to FIG. 6, the charging circuit 500 includes a pair of power input terminals 502-503 that enable an outside power source, such as a 220 VAC source, to be electrically coupled to the circuit 500. In this regard, power is coupled to the power input terminals 502-503 through the power cord 17, when it is attached to an outside power source (not shown). Circuit safety is implemented in the charger circuit 500 by a current limiting circuit 504 coupled across the input terminals 502-503. The current limiting circuit 504 includes an in-line fuse 506 and a metallic oxide varistor (MOV) 508, which is an over-voltage device. An LC line filter 510 comprised of capacitors 511-514 (C1-C4) and an inductor 515 (LI) help reduce or eliminate any noise associated with the outside power source as it is applied to the charger circuit 500. The filtered line voltage from the line filter 510 is coupled to a rectifier 512 to convert the AC line voltage to a filtered voltage via a filter capacitor 513 (C5).

A "soft start" feature comprised of a transistor 516 (Ql) and resistor 517 (R5) limits the inrush current at C5 to assure initial operation at currents below AC line circuit breaker ratings. In this regard, Ql is used to short R5 once C5 is fully charged. A bleed resistor 518 (RI) is utilized to discharge C5 when power is removed from the input terminals 502-503. A voltage divider 520 comprised of a pair of resistors 521-522 (R2 and R3) drops the rectified voltage to an acceptable level for a voltage regulator circuit 524 that includes a transistor 525 (Q2), filter capacitor

580 (C6) and diode clamp 527 (CR5). The voltage regulator circuit 524 regulates the DC voltage utilized to power a feedback pulse width modulator circuit 526 (Ul) that forms part of a safety control circuit 540 (U2) and switched by transistor 550 (Q7) (FIG. 6B), as described more fully below. The pulse width modulator circuit 526 provides a drive current to a pair of transistors 581 and 582 (Q5 and Q6 respectively) that control a pair of field effect transistors 531 and 532 (Q3 and Q4 respectively) that excites a power transformer 530 (Tl). The power transformer 530 is referenced to the rectified voltage output.

The field effect transistors 531 and 532 (Q3 and Q4), which are controlled by the feedback pulse width modulator circuit 526, provide out of phase conduction to cause an AC signal to be generated at the secondary winding of transformer Tl. In this regard, Tl provides for isolation of the line voltage and the DC charge potential. The secondary winding of transformer 530 is coupled to a diode rectifier 534 consisting of the diodes CR6-CR9 which rectifies the secondary voltage provided through transformer Tl. The rectified AC secondary voltage signal is filtered by an LC circuit 536 that includes an inductor 583 and capacitor 538 that pass the charge voltage /current to recharge the battery 36. As explained hereinafter in greater detail, a voltage regulator 584 that includes a resistor 537 (R4) and a clamping diode589 (CR10) is also coupled to the LC filter circuit 536 to provide a regulated charge voltage/ current to the safety circuit 540 that generally includes an excitation circuit 587 that includes a pulse width modulator 593 (U4) and isolation transformer 562 (T2). The pulse width modulator 593 stimulates the primary winding of the isolation transformer 562 that functions to isolates the AC and DC side of the charger circuits from one another, and a error feedback circuit 588 (U2 and its associated components) that will be described hereinafter in greater detail.

In order to prevent the battery potential from back feeding into the charger, a blocking circuit 539 comprised of a blocking diode 585(CR11) and resistor 586 (R10) is coupled between the charger output terminals 590 and 591 and the filtered and rectified AC voltage passed by the LC line filter 536, as best seen in Fig. 6B. In order to isolate the output DC current limit from the input AC section, the charger 500 also includes a, transistor 550 (Q7). Transistor

550 (Q7) as mentioned earlier also switches the regulated DC power. Considering the safety circuit 540 in greater detail with reference to

FIG. 6A and 6B, the error feedback circuit 588 (U2 and its associated components) establish a precision over current and over temperature shutdown command to the feedback pulse width modulator 526 (Ul). In this regard, the pulse width modulator 593 (U4) is utilized to stimulate the primary winding of transformer 562 (T2) that provides isolation of the AC and DC side of the charger circuits. The secondary output of transformer 562 (T2) is rectified and filtered, and utilized as an error feedback signal at the pulse width modulator 526 (Ul). In this regard, this error feedback signal serves to keep the DC charge potential at the desired level. Moreover, the signal adjusts the PWM drive on time to the transistors 581 and 582, (Q5 and Q6 respectively) and ultimately the transistors 531 and 532 (Q3 and Q4 respectively).

From the foregoing, those skilled in the art should understand that charger circuit 500 automatically addresses the proper charge regime for a lead-acid battery. The charge current at the start of the recharge cycle does not produce an average cell voltage in the battery string greater than the gassing voltage of about 2.4 volts per cell. During the recharge and until about 100% of the previous discharge capacity has been returned, the current is controlled to maintain a voltage lower that the gassing voltage. When 100% of the discharged capacity has been returned to under the voltage control, the change rate will have decayed to the voltage, finishing rate. The charge will be finished at a constant current no higher than the rate normally associated with float (maintenance charge.). In summary, the charger circuit 500 is designed to interface to a 220-volt power grid of any operating frequency within the range of 50-60Hertz. The charger input is connected to the 220-volt source via the power cord 17 that includes an international three-prong plug.

Considering now the integrated accessory power supply and electronic flasher assembly 38 in greater detail with reference to FIGS 1, 3,

4 and 7, the integrated accessory power supply assembly 38 includes an elongated heat sink 37 having a top planar surface 38' to facilitate mounting of the assembly 38 to the underside of the charger assembly 19. In this regard, the power supply assembly 38 shares the heat sink extrusion of the battery charger assembly 19. Each assembly, the charger assembly 19 and the power supply assembly 38 are mounted individually and separately and may therefore be replaced separately for maintenance purposes. A set 41 of electrical outlets or jacks are disposed on one end of the power supply assembly 38 to facilitate the interconnections between the rechargeable battery 36 and the power supply assembly 38 and the on-board accessories and the regulated output voltage generated by the power supply assembly 38.

Referring now to FIG. 7, the integrated assembly 38 generally includes a regulated power supply circuit 402 that regulates the source potential to an average 12 volts DC switched output, and an electronic flasher circuit 404. The power supply 402 is designed to operate on either 24 volts DC, 36 volts DC or 48 volts DC depending on the available source potential provided by the rechargeable battery 36, while the electronic flasher circuit 404 is designed to provide the timing signals to flash the vehicle turn signal indicators, as will be explained hereinafter in greater detail. The rechargeable battery 36 is coupled across a pair of power input jacks 405 (Jl) and 406 (J4) forming part of the power supply 402. In order to protect the power supply 402 circuit from excess current conditions, a circuit safety or current limiting fuse 408 is connected to the power input jack Jl. The source potential is also applied to input jack 410 (J2), the node of resistor 412 (RI), and the collector of a transistor

414 (Ql) to help facilitate the regulation of the input voltage. In this regard, the transistor 414, and resistor 412 in combination with a zener diode 415 (D3) regulate the DC source voltage to an acceptable range for the operation of a pulse width modulator circuit 420 (Ul) and the electronic flasher circuit 404 as set forth more fully below. A filter circuit comprised 430 of a pair of capacitors 432 and 433 respectively provide high and low frequency filtering to. eliminate or at least greatly reduce power supply noise that may adversely affect the performance of Ul and the flasher circuit 404. Ul, the pulse width modulator circuit 420, is controlled with a capacitor 422 (C3) and resistor 423 (R2) which implement a time constant for controlling the output frequency. An adjustable resistor 429 (R3) determines the output frequency duty cycle of the modulator circuit 420. The output voltage of Ul (found at a pair of pins designated as PI 1 and P14) drives a transistor 425 which in turn drives another transistor 426 to produce a ground side switch that chops the return of the regulator to produce the average 12 volt DC potential between output jacks 427 (J2) and 428 (J3). The output voltage of Ul is further controlled by the adjustable resistor 429 (R3). The output voltage of the regulator Ul is utilized to provide power to the headlamp assembly 46.

Considering now the electronic flasher circuit 404 in greater detail, the electronic flasher circuit 404 generally includes a timer 442 (U2) that when coupled to a resistor set including resistor 443 (R5), resistor 444 (R6) and capacitor 445 (C5) establish an operating frequency at about an approximate fifty percent duty cycle. Another resistor 436 (R7) limits the current that flows to the turn signal indicators 40 and 42 respectively, while a capacitor 437 (C4) assures a stable, un-modulated out. The output of U2 via the current limiting resistor 436 is coupled to the indicators 40 and 42 via an output jack 438 (J6) whose return is via jack

439 (J5). Considering now the voltage regulator or power conserving system 9 in greater detail, the power conserving system 9 provides a selection of accessory components that are adapted to utilize lesser amounts of electrical energy. That is, instead of utilizing incandescent lamps that typically require about 0.8 amperes at 12 volts, the power conserving system 9 utilizes a light emitting diode (LED) scheme that emits the same or a greater amounts of iUumination than that provided by incandescent lamps at a much lesser power consumption rate on the order of at least one order of magnitude. As will be explained hereinafter in greater detail, the LED scheme employed in the present invention, utilize LED devices that are packaged by integrating a standard bayonet or indexed lamp base combined with a unique circular printed wiring board and support structure with provisions for individual current limiting resistors.

Integrating this new technology with standard lamp bases permits the use of LED in the brake/tail lamp indicator arrangement, such as the tail/ brake light signal indicator 44. Examples of prior art 12-volt DC filament lamps are provided in

FIGS. 11A and HB to convey the mechanical and electrical methods employed with conventional lamping standards. In this regard, bayonet lamps are always used in single circuit applications such as turn signs, running lamps and brake lamps. Indexed lamps, on the other hand, such as the indexed lamp 1110 shown in FIG. 11 A, are always used in dual circuits where one lamp is required to perform one function and another lamp is required to perform a different function. Such single and dual functions using bayonet and indexed lamps is found in modern automobiles, trucks, buses, and motorcycles. However, in such applications, power consumption is not a critical factor to an endurance envelope. As will be explained hereinafter in greater detail, the present invention utilizes a novel system capable of accommodating either a bayonet or indexed lamp structure independent of whether the application is a single function design or a dual function design.

Considering now the lamp design of the present invention, the novel integrated lamp construction permits the use of LED's in both brake/tail lamp and turn signal operations. In this regard, bayonet lamps are generally used in single circuit applications such as turn signals, running lamps, and brake lamps. Indexed lamps, on the other hand, are used in dual circuits when one lamp is required to perform more one function, e.g., a stop function and a tail lamp function. It will be understood by those skilled in the art that while lamp construction in conventional vehicles is not critical, this factor can greatly influence the endurance envelope of an electrically powered, such as the traction vehicle 8.

The novelty of the lamp construction of the present invention resides in the fact that appropriate populations of printed wiring boards, such as the wiring boards 1202 and 1222, may utilize a similar lamp construction for turn signal or stop/tail light functions, respectively. Thus, for example, with single circuit applications the board 1202 is populated with an amber LED 1208 and coupled electrically to the base or support block 1200. The support block is rigid and permits rotation and seating of the assembly 40 and/ or 42 within a typical bayonet socket.

Dual circuit lamp construction, such as the lamp 44, utilizes the same technique described above relative to lamps 40 and 42 except two red LED's 1228 and 1230 are installed on their printed wiring board 1222, where each circuit's anode is connected to the lamp base, as illustrated in phantom, while the cathode of each circuit is connected to a respective individual one of the current limiting resistors 1225 and 1226. The opposite ends of the resistors 1225 and 1226 are coupled electrically to the base 1220. Considering the power conserving system 9 in still greater detail with reference to FIG. 10, the electric motor 28 is coupled electrically to the motor controller 30 that is responsive to acts of the vehicle 8 driver whenever the driver provides an indication to increase or decrease speed. Such indications are provided by various vehicle controls via the line switches 32. The speed controller, in a preferred embodiment, is Model 1204XXX speed controller manufactured by a division of Curtis

Instruments, Inc. and is designed for smooth, silent and cost effective operation at speed and torque of the permanent magnet motor 28. The controller 30 employs a high efficiency MOSFET design to minimize motor and battery power losses. It includes, also, safety features that relate to run away or open throttle inputs to enable safe operation of the vehicle 8.

The controller 30 further includes over temperature circuits to ensure safe operation over a predetermined operating temperature range.

The full details of the motor controller 30 are provided in the manufacturer's user manual and will not be further discussed herein. Considering now the motor 28 in greater detail with reference to FIG. 10, the motor 28 utilizes certain conventional design features coupled with certain novel physical features to help permit the vehicle 8 to achieve its endurance envelope. In this regard, the motor 28 includes a wound rotor and commutator, a brush interface to conduct energy through the motor, end bells to support the rotor, and an iron sleeve that positions a set pf motor magnets and end bells, holding them in a proper position relative to the frame 100. An output shaft from the motor 28 is coupled mechanically to a drive sprocket that transfers torque to a sprocket forming part of the frame member 100, at a swing arm pivot point, which includes an enlarger hub sufficiently large to match the diameter of the motor 28. The hub houses the permanent magnets of the motor 28 and, also, supports the end bells. The electrical connections between the motor 28 and the speed controller 30 are made through various ones of the hollow frame members that are attached to the hub. This novel motor/tubular frame design construction permits the motor components, such as the magnets, the rotor and the brushes to be packaged within the frame 100 to provide improved vehicle endurance. With regard now to headlamp assembly 46 performance, the driver is able to activate one of the switches 32 for controlling the headlamp 340. This applies power to the headlamp which, in turn, via the flexible light pipes indicated generally as P, and the solid light pipe 48, permit the solid light pipe 48 to be illuminated to provide the driver with status indications for the vehicle 8. The combination voltage regulated power supply and flasher assembly 34, and more particularly, the regulated power supply circuit 402 regulates the power supplied by the battery 36 to provide the headlamp 340, the tail/ stop lamp 44, the motor controller 30 and the flasher circuit with regulated power. The flasher circuit 404 responds to the actions of the driver to control the turn signals 40 and 42, respectively.

Finally, as best seen in FIG.10, the batter 36 is coupled to the battery charger circuit 500 which, in turn, derives its power from an external ac power source, connected to the charger circuit 500 via the power cord 17. Considering now the lamp design of the present invention, the lamp utilized for turn sign or stop /tail applications can also be utilized for single circuit applications. Thus, for example, for a single circuit application a printed circuit board design is employed.

Referring now to the drawings, and more particularly to FIG. 14, there is illustrated another frame assembly 100' that is formed of individual frame members and coupling members that are interconnected to provide a desired overall frame shape. The frame assembly 100' generally includes a base frame member 110' having a straight front member 130' having disposed at its distal or front end a steering column sleeve 51' and at its proximate or rear end a shallow U-shaped coupling member 132'. The coupling member 132' enables the front member 130' to extend upwardly from a central member 134' at about an angle α, where the angle α is about forty-one degrees. A secondary seat support member 118' extends upwardly from the central member 134' at about a ninety degree angle a sufficient distance to support from its distal end a front portion of the seat compartment 13. The central member 134' also includes a seat platform member 112" extending therefrom.

As best seen in FIG. 14, a curved member 136' is coupled at the opposite end of the central member 134' for supporting from above the motor frame member 114'. In this regard, the motor frame member 114' includes an open U-shaped sleeve 152' of sufficient length to permit the motor frame member 114' to be supported at its top portion from above by both the straight member 134' and the curved member 136'. The motor frame member 114' further includes a pair of spaced apart circular members, such as a circular member 154', each having an integrally formed sleeved mounting flange, such as a sleeved mounting flange 156', extending outwardly there from to enable the motor frame member 114' to be further supported by an extension member 138' that is coupled at its proximate end to the distal end of the curved member 136'. In this regard, the extension member 138' includes a pair of aligned holes (not shown) that receive a mounting pin (not shown) that passes through each of the sleeved mounting flanges for helping to support the motor frame

114' from the extension member 138'. As set forth below in greater detail, the mounting pin has a sufficient length to receive at one of its ends a rear wheel support bracket for facilitating the mounting of the rear wheel assembly 24 to the rear portion of the frame assembly 100'. To further help facilitate the mounting of the rear wheel assembly 24 to the rear portion of the frame assembly 100', the distal end of the extension member 138' includes a yoke 140' having mounted thereto a rear wheel suspension support indicated generally at 160'.

Considering now the seat platform support member 112' in greater detail with reference to FIG.14, the seat platform member 112' includes a pair of U shaped tubular members 122' and 123' respectively that are secured to a center portion of the frame member 134'. The members 122' and 123' extend outwardly from the frame member 134' in diametrically opposite directions and flare upwardly at about an angle β, where the angle β is about twenty degrees. In order to extend the seat platform support member 112 upwardly a sufficient distance to support a substantial portion of the rear seat assembly 13, a pair of spaced apart straight tubular extension members 124' and 125' are coupled to the tubular members 122' and 123' respectively. A cross bar member 170' having sleeves 126' and 127' at its ends receives the distal ends of the extension members 124' and 125' respectively holding them in a fixed spaced apart manner. The sleeves 126' and 127' also support another pair of straight extension members 128' and 129' that further help extends the frame 112' upwardly. The distal ends of the extension members 128' and 129' are coupled to a pair of rear compartment support members 174' and 175' via a pair of shallow V-shaped coupling members 172' and 173' respectively. The coupling members 172' and 173' enable the seat support members 174' and 175' to be disposed at about zero degree to the horizontal and at about an angle y relative to the extension members 49' and 50' respectively, where the angle γ is about 20 degrees. The seat support members 174' and 175' have a set of holes (not shown) that receive seat mounting bolts B as best seen in FIG.2 for mounting the rear seat compartment 13 to the seat support members 174' and 175' respectively. Considering now the secondary seat support frame member 120' in greater detail with reference to FIG.14, the secondary seat support frame member 120' includes a pair of spaced apart intermediate frame support members 161' and 163' that depend downwardly and inwardly from the support members 124' and 125' respectively. The support members 161' and 163' are received within a pair of coupling members 166' and 167', respectively, that are also coupled to the motor frame 114' via a pair of extension members 168' and 169' respectively. In this regard, the secondary seat support frame extends upwardly from the base frame member 110' at about an angle θ, where the angle θ is about 60 degrees relative to the horizontal. A cross bar member 171' holds the support members 161' and 163' in a fixed spaced apart manner. Considering now the battery support frame member 116' in greater detail with reference to FIG. 14, the battery support frame member 116' includes a support platform indicated generally at 180' that is supported from above by the base frame member 110' and the seat platform support frame member 112' respectively. In this regard, the rear portion of the support frame 116' is supported by a set of straight extension members 181' and 182' that depend downwardly from the U shaped extensions 122' and 123' of the seat platform support frame member 112'. The extension members 181' and 182' are spaced apart and at opposite ends of a lateral support member 189' disposed adjacent to the motor frame member 114'.

The front portion of the support frame is supported by a set of extensions indicated generally at 183' and 184' respectively. The extension sets 184' and 185' are substantially identical and accordingly only the extension set 184' will be described in greater detail.

As best seen in FIG.14, the extension set 184' includes a straight extension member 185' that extends outwardly and downwardly from the frame member 130'. A shallow V or U shaped coupling member 186' couples the extension member 185' to a straight extension member 187' that is coupled to a straight support extension 188' that forms part of the battery support platform 180'.

Considering now the battery support platform 180' in greater detail with reference to FIG. 14, the battery platform 180' generally comprises three ternate tubular sections indicated generally at 190', 191', and 192' where the ternate tubular sections 191' and 192' are interconnected at one of their ends by the ternate section 190' and at the other one of their ends by the lateral support member 189'. The ternate section 190' includes a curved tubular section 193' that couples together a straight section 194' and the straight section 195' that are coupled to extension sets 183' and 184' respectively. To provide support between the ternate section 190' and the straight section 189', the platform 180' further includes a pair of spaced apart longitudinal members 198' and 199' that extend between the straight member 189' and the ternate section 190'.

As the ternate sections 191' and 192' are substantially identical in structure only ternate section 191' will be described in greater detail. In this regard, ternate section 191' generally comprises a straight section 195' that interconnects two curved sections 196' and 197' that are coupled to straight sections 188' and 189' respectively. Although the foregoing discloses the presently preferred embodiment of the present invention, it is to be understood by those skilled in the art that various changes to the preferred embodiment of the present invention may be made without departing from the true scope of the invention. For example, the frame assembly 100 is substantially similar in shape to frame assembly 100' but is formed of unitary frame members that have been bent to desired shapes and welded together as opposed to be welded and coupled together as described relative frame assembly 100". Such different constructions do not depart from the true scope of the invention. The invention is therefore defined only by the claims that follow.

Claims

I claim:

1. A traction driven vehicle comprising: an on-board power conserving system for substantially reducing power consumption to enable the vehicle to achieve a, predetermined performance envelope with realized maximum endurance; and a drive train system coupled to said electrical system for propelling the vehicle along a path of travel, said drive train system including a motor controller for limiting current draw of an electric motor to achieve said predetermined performance envelope.

2. The traction driven vehicle according to claim 1, wherein said onboard power conserving system includes: an headlamp for illuminating a portion of said path of travel with light; a set of light directing fiber optic elements in optical communication with said headlamp for capturing a portion of the light generated by said headlamp; and a solid light pipe in optical communication with said set of light directing fiber optic elements for redirecting the captured portion of light generated by said headlamp to form at least one visual indicator of vehicle operation.

3. The traction driven vehicle according to claim 2, wherein said set of light directing fiber optic elements are in further optical communication with ambient light bathing the vehicle.

4. The traction driven vehicle according to claim 3, wherein said solid light pipe is a panel.

5. The traction driven vehicle according to claim 4, wherein said panel is a polycarbonate panel.

6. The traction driven vehicle according to claim 5, wherein said polycarbonate panel is an engraved polycarbonate panel.

7. The traction driven vehicle according to claim 6, wherein said engraved polycarbonate panel includes top and bottom surfaces, wherein the bottom surface is engraved for creating at least one prism that focuses and reflect light toward the top surface to provide said at least one visual indicator of vehicle operation.

8. The traction driven vehicle according to claim 7, wherein said visual indicator is milky white on a dark background when illuminated with ambient light and bright white on a dark background when illuminated with headlamp light.

9. The traction driven vehicle according to claim 8, wherein said on- board power conserving system further includes a power conserving vehicle signal indictor arrangement.

10. The traction driven vehicle according to claim9, wherein said power conserving signal indicator arrangement includes: a lamp socket mounted to the vehicle; a lamp base construction adapted to be secured removably within said lamp socket; a printed circuit board coupled electrically and mechanically to said lamp base construction; and at least one light emitting diode mounted to said printed circuit board for providing a vehicle signal indication when illuminated.

11. The traction driven vehicle according to claim 10, further including another at least one light emitting diode mounted to said printed circuit board for providing another vehicle signal indication when illuminated.

12. The traction driven vehicle according to claim 11, wherein said at least one light emitting diode and said another at least one light emitting diode function in combination as a stop light indicator and a tail light indicator.

13. The traction driven vehicle according to claim 11, wherein said at least one light emitting diode functions as a turn signal indicator.

14. The traction driven vehicle according to claim 13, further comprising: an integrated accessory power supply and electronic flasher coupled to said at least one light emitting diode to provide it with pulsed electrically current to enable said at least one light emitting diode to function as said turn signal indicator.

15. The traction driven vehicle according to claim 14, further comprising: a heat sink for supporting from below said integrated accessory power supply and electronic flasher and for dissipating heat generated there from when it provides the pulsed electrically current to said at least one light emitting diode; said heat sink having upstanding ribs on one surface and a substantially flat planar opposite surface.

16. The traction driven vehicle according to claim 15, further comprising: another heat sink mounted to said substantially flat planar opposite surface; and a battery charger circuit mounted to an underside surface of said another heat sink for providing a charge voltage current of a sufficient capacity to fully charge an on-board electrical battery.

17. An on-board power conserving system, comprising: an headlamp for providing a source of light; a set of light directing fiber optic elements in optical communication with said headlamp for capturing a portion of the light generated by said headlamp; and a solid light pipe in optical communication with said set of light directing fiber optic elements for redirecting the captured portion of light generated by said headlamp to form at least one visual indicator.

18. The on-board power conserving system according to claim 17, wherein said solid light pipe is a panel.

19. The on-board power conserving system according to claim 18, wherein said panel is a polycarbonate panel.

20. The on-board power conserving system according to claim 19, wherein said polycarbonate panel includes top and bottom surfaces, wherein the bottom surface is engraved for creating at least one prism that focuses and reflect light toward the top surface to provide said at least one visual indicator.

21. An on-board power conserving system, comprising: a power conserving vehicle signal indicator arrangement, said arrangement including a lamp base construction adapted to be secured removably within a lamp socket; a printed circuit board coupled electrically and mechanically to said lamp base construction; and at least one light emitting diode mounted to said printed circuit board for providing a visual indication when illuminated.

22. Then on-board power conserving system according to claim 21, further comprising:

a power conserving lamp flashing circuit for providing said at least one light emitting diode with pulsed electrical current; a voltage regulator circuit for energizing said lamp flashing circuit; a headlamp instrumentation panel assembly coupled to said voltage regulator circuit for illuminating an instrumentation panel and a path of travel simultaneously.

23. The on-board power conserving system according to claim 21, further comprising: a solid light pipe mounted on top of an analog speedometer, said solid light pipe being engraved with speed indicator marks on one of its surfaces for redirecting light along a observation path of travel; and a light source, coupled to said solid light pipe for directing light along a light activating path of travel orthogonal to said observation path of travel to. facilitate, illuminating. the, speed indicator marks with either ambient light or artificial light.