Note: Descriptions are shown in the official language in which they were submitted.
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DIFFERENTIAI, COUPLIl~G M~I:.TI--DR~ i~ SYSTEM
FIELD OF T~IE INVENTI02a
This invention relates to a differential coupling multi-
driving system, and in particular to a differential coupling
multi-driving system used for driving a vehicle such as a car,
ship, or flying machine.
Conventional vehicles often employ rotary driving systems
using an internal combustion engine. Due to recent increases in
oil prices as well as to noise and air pollution problems, elec-
trical driving systems have been used to replace the internal
combustion engine in some vehicles. Unfortunately, such
electrically-driven vehicles have limited range and speed
capabilities because of the limited power capacity and the large
weight and volume of conventional electrical batteries.
Another alternative is to use an internal combustion
engine driven at a constant speed to drive a generator to charge
the batteries used to provide power to the electrical driving
motor of the vehicle. This method increases efficiency, but still
adds to noise and air polluti~n. Yet another method used is to
provide a vehicle with both an internal combustion engine and an
electrical motor, the outputs of which may be used either
separately or simultaneously. However, this m~thod has previously
been undesirable because of the high manufacturing cost and the
great bulk of the resulting driving system.
SUMMARY OF T~E INVENTION
The present invention is a differential coupling multi~
driving system which has the advantages of prior multi-drive
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systems without the great bulk o~ such prior systems. In
addition, the present invention also includes transmission
functions~
The rotary output axle of an internal combustion
engine powered by conventlonal fuel (such as gasoline, diesel
oil, alcohol or gas) is coupled to the input axle of an
electromagnetic multi-driving device. The multi-driving device
includes an electric motor, an output shaft, gears, and
electromagnetic brakes, and is controlled by an electronic
control device. In one mode of operation, -the multi-driving
devico couples the rotational output of the internal combustlon
engine to an output shaft. In another mode of operation, the
multi-driving device couples the output of the rotary drive
mechanism operated as an electric motor to the output shaft. In
another mode of operation, the rotational outputs of ~oth the
rotary drive mechanism and the internal combustion engine are
coupled to the output shaft. In yet another mode of operation,
the rotational output of the rotary drive mechanism is coupled to
the output shaft of the internal combustion engine to start the
engine~ In another mode of operation, the output of the internal
combustion engine is used to drive the rotary drive mechanism so
that it may act as a generator to produce electricàl power. ~he
rotary drive mechanism may also be used as a regenerative braking
device.
Another aspect of the present invention there is
provided an apparatus for producing rotational energ~, including:
engine means for producing rotational energy;
power storage means for storing electrical power; and
a unitary rotary drive mechanism, operatively coupled
to the power storage means and mechanically coupled to the
engine means and to a load, for coupling the rotational energy
produced by the engine means to the load and for converting
power stored in the powe~r storing means to rotational energy,
the mechanism selectively increasing the angular velocity of
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rotational energy applied to -the load to greater than the
; angular velocity of the rotational energy produced by the engine
means~
In yet another aspect of the present invention there is
provided an apparatus for producing rotational energy the
apparatus including:
engine means for producing rotational energy;
power storage means for storing electrical power;
. and
a unitary rotary drive mechanism, operatively coupled
to the power storage means and the engine means, for performing
any selected one of a plurality of functions, ths plurality of
functions including:
(1) coupling the rotational energy produced
by the engine means to a load;
(2) converting the rotational energy
produced by the engine means to electrical
power for storage in the power storage
means;
(3) converting electrical power stored in
the power storage means lnto rotational
energy and coupling the rotational energy so
produced to the load;
(4) converting electrical power stored in
the power storage mea~s into rotational
energy and aoupling the rotational energy to
the engine means to cause the engine means
to begin producing rotational energy; and
(5) coupling ths rotational energy produced
by the engine means to the load and
converting electrical power stored in the
power storage means into torque to increase
the angular velocity o~ the rotational energy
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coupled to the load to greater than the angular
velocity of the rotational energy produced by the engine means;
the drive mechanism including:
a housing coupled to the engine means;
a shaft, a first end thereof rotatably disposed in the
housing, a second end thereof coupled -to the load, and
single armature means, disposed on the shaft for
magnetically coupling the housing to the shaft and for
sel6ctively rotating the shaft with respect to the housing to
: cause the shaft to rotate at an angular velocity grea-ter than
that of the housing.
In yet a further aspect of the present invention there
is provided an apparatus for producing rotational energy
including:
engine means for producing rotational energy;
power storage means for storing electrical power;
rotary drive mechanism means, operatively coupled to
the power storage means, the engine means and to a load, for
performing any selected one of plurality of functions, the
plurality of functions including:
(1) coupling the rotational energy produced
by the engine means to the load;
(2) converting the rotational energy
produced by the engine means to electrical
power for storage in the power storage
means;
(3) converting electrical power stored in
the power storage means into rotational
energy of a first ~irection ana coupling the
rotational energy so produced to the load;
(~) converting electrical power stored in
the power storage means into rotational
energy of a second directlon opposite to the
first direction an~ coupling the rotational
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energy so produced to the load;
(5) converting electrical power stored in
the power storage means into rotational
energy and coupling the rotational energy to
the engine means to cause the engine means
to begin producing rotational energy; and
t6) coupling the rotational energy produced
by the engine means to the load and
converting electrical power stored in the
power storage means into torque so as -to
regulate the angular velocity of the
rotational energy transmitted to the load,
the mechanism means comprising:
a housing coupled to the engine means,
a rotatable shaft disposed in the housing, the shaft
coupled to the load,
armature means fixed to the shaft within the housing,
for selectively producing a magnetic field,
magnetic field producing means, disposed in the
housing and magnetically coupled to the armature means, for
producing a substantially constant magnetic field,
brush means for conducting electrical current to the
armature means;
engine braking means, coupled to the engine means, for
selectively producing friction resisting the rotational energy
produced by the engine means in response to a first electrical
braking signal,
shaft braking means, coupled to the first end of the
shaft, for selectively producing friction resisting rotation of
the drive shaft in response to a second electrical braking
signal,
generating means, coupled to the engine means, for
converting the rotational energy produced by the engine means to
electrical energy,
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voltage regulating means for regulating the po-tential
of the Qlectrical energy produced by the generating means,
shaft speed sensing means, coupled to the shaft, for
producing a first speed signal indicative of the angular velocity
of the output shaft,
engine speed sensing means, coupled to the engine
means for producing a second speed signal indicative of the
angular velocity of the rotational energy produced by the
engine means, and
accelerator control means, manipulatable by a user,
for controlling the angular velocity of the rotational energy
produced by the engine means,
the apparatus further including:
electronic controlling means, powered by the power stored by the
power storage means and responsive to the first and second speed
signals, for selectively producing the first and second braking
si~nals and for selectively applying electrical current through
the brush means to the armature means to cause the armature
means to produce a magnetic field of a selected strength and
polarity, the controlling means including selecting means,
manipulatable by a user, for selecting any one of the plurality
of functions, the level of the first and second braking signals
and the amplitude and polarity of the current applied to the
armature means being selectea according to the selected
functions,
the controlling means selectively applying current to
the armature means of a magnitude sufficient ~o increase the
angular velocity of the shaPt to greater than the angular
velocity the shaft rotates at when perfect coupling exists
between the housing and the armature.
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BRI EF DESCRI PTI ON OF THE DRAWI NGS
FIGURE 1 iS a schematic illustra-tion of a presently
preferred embodiment of a multi-driving system in accordance with
the present invention;
FIGURE 2 is a schematic diagram of the control device
bloc~ of the embodiment shown in FIGURE 1;
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FIGURE 3 is a schemati~ representation of a second
presently preferred embodiment of a multi-driving system in
accordance with the present invention;
FIGURE 4 is a schematic diagram of the control device
block of FIGURE 3;
FIGURE 5 is a side elevational view in section of a
conventional conic rotor electromagnetic brake motor.
FIGURE 6 is an elevated perspective view of another
embodiment of a multi-drivin~ system installed in a vehicle
wherein the front and rear wheels of the vehicl.e may be driven
independently;
.. ~ FIGURE 7 is a schematic diagram of the embodiment of a
multi-driving system shown in FIGURE 6;
FIGURE 8 i5 a schematic diagram of the control device
block shown in FIGURE 7;
FIGURE 9 is a sectional illustration of a tire wherein
two inner tubes may be inflated independently;
FIGURE 10 is a sectional vi~ew of a tire in accordance
with the present invention wherein three inner tu~es, one of which
is a spare, may be inflated independently;
FIGURE 11-1 is a side perspect.ive view of a bumper in
accordance with the present invention)
FIGURE 11-2 is a detailed side view of the bumper shown
` in FIGURE 11-1;
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FIGURE 11-3 is a sectional side view of a bumper
actuating cylinder shown in FIGURE 11-2;
FIGURE 12-1 is an elevated perspective view of another
embodiment of a bumper in accordance with the presen~ inve~tion
installed on a truck;
FIGURE 12-2 is an elevated perspective view of the
embodiment of a bumper shown in FIGURE 12-1 installed on a car;
FIGURE 13 is a schematic diagram of an embodiment of a
differential voltage regulator circuit in accordance with the
present invention;
FIGURE 14 is a yraphical illustration of various signals
produced by the voltage regulator circuit shown in FIGURE 13;
FIGURE 15 is a schematic diagram of another embodiment of
a voltage regulator circuit in accordance with the present
invention;
FIGURE 16 is a schematic diagram of another embodiment of
a voltage regulator circuit in accordance with the present
invention;
FIGURE 17 is a schematic diagram of a bi-directional
difference ratio scale meter in accordance with the present
invention;
FIGURE 18-1 is an elevated perspective view of a car
equipped with two lamps positioned on the front hood and facing
rearwards, in accordance with the present invention;
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FIGURE 18-2 is an elevated perspective view of a car
equipped with a lamp positioned on the roof facing downwards, in
accordance with the present invention;
FIGURE 18-3 is an elevated perspective view.of a car
equipped with a lamp on the rear facing rearwards, in accordance
with the present invention;
FIGURE 18-4 is a side elevated view of a car equipped
with an embodiment of a lamp in accordance with the present
invention;
FIGURE 19-1 i5 a sectional side view of the embodiment of
a lamp shown in FIGURE 18-4;
FIGURE 19-2 is a sectional side view of a second embodi-
ment of a lamp in accordance with the present invention;
FIGURE 20-1 is an elevated per$pective view of a vehicle
equipped with an embodiment of a movable extension top in accor-
dance with the present invention;
FIGURE 20-2 is a side elevated view of the movable
extension top of FIGURE 20-1;
E'IGURE 20-3 is a sectional side view of an embodiment of
an actuator for the movable extension top shown in FIGURE 20-I;
FIGURE 20-q is a sectional side view of another embodi-
ment of an actuator for the multi-la~er extension top shown in
FIGURE 20-1;
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FIGURE 21 is a schema~ic diagram of an embodiment of a
mu~ voltage direct current power supply circuit in accordance
with the present invention;
FIGURE 22 i5 a schematic diagram of the trigger and
control circuit block and the preset unit block shown in FIGURE
21; and
FIGURE 23 is a graphical illustration of the voltage
output of the circuit shown in FIGURE 21.
DETAILED DESCRIPTION OF T~E PREFERRED EMBODIMENTS
DIFFERENTIAL COUPLING MULTI-DRIVI~G SYSTEM
Referring to FIGURE 1, shown is a presently preferred
embodiment of a series-coupled multi-driving system in accordance
with the present invention. An internal combustion engine 1,
which uses conventional fuel (such as gasoline, diesel oil, alco-
hol or gas~ generates a rotational output at rotary output axle
2. A wheel-shaped output shaft may be used~ Rotary output axle 2
is coupled by coupler 3 to rotary drive mechani~m 4. Coupler 3
may comprise any conventional axle-to-axle or axle-to-coaxle
coupler (such as gears, belts, sprockets or a universal joint).
Rotary drive mechanism 4 may include a bearing and a
fixed mechanical structure at one or both ends for supporting the
mechanism. Rotary drive mechanism 4 includes an armature 11,
which may be a cylinder-shaped D.C. armature with a conventional
winding and a tooth-shaped iron core. Alternatively, armature 11
may include a printing-type armature rotor, a cup-shaped armature
rotor, an armature rotor without an iron core, or any other
conventional D.C. armature rotor. An output axle 12 is coupled to
armature 11.
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Mounted inside of rotary drive mechanism 4 are two stator
excitation windings 5. Excitation windings 5 are controlled by a
controller 36, and generate a magnetic field corresponding to the
strength of the input D.C. current provided to the windings
through conductive rings 15 and 17. Alternatively, a permanen~
magnet may be used for producing the magnetic field in rotary
drive mechanism 4.
Mounted to rotary drive mechanism 4 is a brush seat
insulating sleeve 6, to which is connected a brush seat insulating
lid 7. A brush seat 8 supports brushes 9, which are in contact
with a rotary arma~ure commutator 10. Rotary armature commutator
10 is suitably cylindrical in shape, and is in contact with two of
brushes 9, the brushes being installed at different sides of the
commutator.
An insulated slip ring bushing 13 is provided on rotary
drive mechanism 4. Four slip rings 14, 15, 16 and 17 are mounted
onto bushing 13. Armature output/input slip rings 14 and 15 are
connected to the output and the input of brush seats 8. Magnetic
field input/output slip rings 16 and 17 are separately connected
to the ends of stator excitation windings 5 (previously
described)~
A brake gear 18 is fixedly mounted on output shaft 12 by
conventional means (such as a key or a pin). Brake gear 18 is
engaged with a brake gear 19, brake gear 19 being fixedly mounted
onto a shaft 20 by conventional means (such as a key or a pin).
An electromagnetic brake 21 iB connected to shaft 2n (by a key, a
pin, etc.), and will produce braking torque when energized.
Electromagnetic brake 21 may be replaced by a mechanical brake,
which may be operated either manually or hydraulically, depending
upon user requirements.
A transmission gear 22 is fixedly mounted to shaft 12 by
conventional means (such as a key or a pin). Transmission gear 22
is coupled to output axle gear 23. Output axle gear 23 is fixedly
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coupled to an output axle 2~ by conventional means (such as a key
or a pin~. The rotational energy of output shaft 12 is thus
transferred to output axle 24 by transmission gear 22 and output
axle gear 23.
An input terminal brake gear 25 is fixedly attached to
shaft 2 at the input of rotary drive mechanism 4 by ~vnventional
means (such as a key). Input terminal brake gear 25 is engaged
with an input terminal brake gear 26. Input terminal brake gear
26 is fixedly attached to an output terminal brake axle 27 (by a
conventional method such as a key or a pin). An electromagnetic
braking device 28 is coupled ~o outpu~ terminal brake axle 27 by
conventional means (such as a key or a pin). Electromagnetic
braking device 28 will generate braking torque when it is ener-
gized. As with electromagnetic braking device 21, electromagnetic
braking device 28 may be replaced with a mechanical brake, which
may be actuated manually or hydraulically, depending upon user
requirements.
An auxiliary generator 29 (suitably a D.C. generator, or
an A.C. generator the output of which is rectified by a rectifier)
is provided. Generator 29 may~be driven through a belt (or ~some
other conventional coupling method) by internal combustion engine
l. Generator 29 is used to generate power.
A voltage regulator 30 is connected to the electrical
output of generator 29, and is used for controlling the generator
under variable engine speed conditions to provide a stable voltage
output to charge a battery. A pair o~ batteries 31 and 32 are
connected in series between voltage regulator 30 and a ground
terminal.
A speed sensor 33 is coupled to output terminal brake
axle 27. Speed sensor 33 generates a signal (either analog or
digital) corresponding to the speed of internal combustion engine
l. Speed sensor 33 may be any conventional speed sensing device
(such as a photocell or electromagnetic speed sensor). Speed
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sensor 33 may be coupled to output terminal brake axle 27 by an'lmethod such that the rotationai speed of the shaft which it is
measuring rotates in direct proportion to the rotational speed of
internal co~bustion en~ine 1.
A speed sensor 34 is coupled to output axle 12 and
generates a signal (either analog or digital) corresponding to the
ang~lar velocity of the output axle. Speed sensor 34 may be any
conventional shaft speed sensor ~such as a photocell or electro-
magnetic speed sensor)O Speed sensor 34 may be coupled to output
shaft 12 by any method such that the shaft the speed of which
speed sensor 34 measures rotates in direct proportion ~o the
angular velocity of output axle 12.
An electromagnetic accelerator adjustment driver 35 is
responsive to the output of speed sensor 34. Accelerator adjust-
ment driver 35 actuates an accelerator to cause internal
combustion engine 1 to operate at a predetermined speed.
An electronic controller 36 is used to control the
various elements of the multi-driving system. Electronic
controller 36 may comprise conventional switches, potentiometers,
photocells, solid state and other electronic elements, a
microcomputer, etc. Electronic controller 36 comprises a control
device 100 and a driving interface element.
Referring now to FIGURES 1 and 2, an engine starting
switch SWl is connected to the output of voltage regulator 30.
contact A of engine start1ng switch SWl is connected to the input
terminal of a program matrix 102, while a contact B of the switch
is connected to a common terminal of a brake switch 104. ~rake
s~itch 104 i~ a regenerated power brake switch, and is connected
to a brake pedal (not shown). A contact 106 of brake switch 104
is connected to program matrix 102, while another contact 108 is
connected to the common terminal of a driver selection switch 110.
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Driver selection switch 110 is used to introduce commands
to control the function of the multi-driving system. The position
of driver selection switch 110 may be positioned to start internal
combustion engine 1 and to regenerate power for braking. The
rotary drive mechanism 4 may be operated in a forward or a reverse
driving mode, or to drive in synchronization with internal
combustion engine lo Internal combustion engine 1 may be run at a
constant speed. The rotary drive mechanism 4 may perform the
functions of a transmission, a power generator and a coupler
simultaneously. Rotary drive mechanism 4 may be operated in a
coupling mode, and may then operate the accelerator (not shown) to
control the internal combustion engine 1 for transmission o~ the
engine output.
An output/input adjusting resistor VR1 may operate
synchronously with the accelerator (not shown).
Electronic controller 36 includes a program matrix 102,
~nd switching and amplification elements (which may comprise
electric, electronic or microcomputer devices) to process the
output of the pro~ram matrix~ Electronic controller 36 takes as
inputs the output of speed sensors 33 and 34. Electronic
controller 36 generates a number of switching outputs by
controlling field polarity switches MSF and MSR, an armature drive
switch transistor QA, a wave-clipping switch SCRA, a potential
preset transistor QB, a switch MSA, a generator coupling operation
switch MSC, a wave-clipping control transistor QC, a regenerated
power brake control transistor QD, a control transistor QS (for
controlling accelerator adjustment driver 35 to maintain constant
speed of internal combustion engine 1), and brake device switches
MSBl and MSB2 twhich actuate electromagnetic brakes 21 and 28,
respectively).
The positive terminal of the power supply (the output
terminal o~ voltage regulator 30) is connected to a thyristor
lSCR) 111. The anode of SCR 111 is connected to the collector of
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~n NPN power transistor QA, while the cathode of SCR 111 is
connected to the emitter of transistor QA. The base of transistor
QA is driven by a pulse signal of a selec~ed frequency, which
drives the transis~or into saturation and cuto~f. The anode of a
diode 112 is connected to the anode of SC~ 111, while the cathode
of diode 112 is connected to the collector of an NPN.control
transistor QB. The emitter of control transistor ~B is connected
to a bias resistor 116 and to the cathode of a zener diode ZDA.
The other terminal of resistor 11~ is connected to the cathode of
5CR 111, while the anode of zener diode ZD~ is connected to the
gate of the SCR. Zener diode ZDA selects an operating voltage.
Parallel-connected power transistor QA and SCR 111 are
connected in series with a current limiting resistor RA and the
D.C. armature 11 (through slip rings 14 and 15). Slip rings 14
and 15 may, if necessary, be shunted by a capacitor CA.
When power is supplied by voltage regulator 30, and a
predetermined driving signal is delivered to the base of power
transistor QA from control device 100 (through series resistor
RA), SCR 111 will be triggered if:
VAK-R116_ > VZDA + VG
R116 -~ RQB
(where VAK is the voltage across SCR 111, R116 is the resistance
of bias resistor 116, RQB is the internal resistance of control
transistor QB, VZDA is the zener voltage of zener diode ZDA/ and
VG is the triggering voltage of SCR 111). When SCR 111 is
triggered, armature 11 and capacitor CA will be energized through
current limiting resistor RA. When power transistor QA becomes
conductive, SCR 111 will turn off, and a voltage VcA will remain
across capacitor CA.
SCR 111 will become conductive again when
VAK-~116 > VZDA + VG + VCA
R116 + RQB
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(where VcA is the voltage across capacitor CA, as mentioned
above~.
5CR 111 will be temporarily cut off when
VAK.R116 < VZDA + VG ~ VCA
R116 + RQB
At this time, capacitor CA will continuously supply current to the
load; VCA will decrease until SCR 111 triggers and conducts once
again.
The voltage across control transistor QB will be
variable.
Control transistor QB and bias resistor R116 may be
replaced with a three-terminal variable resistor. Rdditionally,
capacitor CA may be replaced with a counter-E.M.F. reference
voltage. Current limiting resistor RA may be connected to the
cathode of SCR 111 and to bias resistor R116.
~ capacitor may be connected in parallel to resistor RA
to provide a reverse bias to the bias provided by control device
100. When the next conductive cycle occurs, the reverse bias
provided by such a parallel capacitor will delay the time at which
power transistor QA conducts and thus limit the current, to
provide over-current protection.
The reyenerated power braking function may be provided
when the armature voltage produced by armature 11 of rotary drive
mechanism 4 is higher than the voltage produced by batteries 31
and 32. In this case, a switchin~ transistor QD (which is
connected in ~eries with a diode DD to provide reverse voltage
protection~ conducts. Voltage is applied to perform a regenerated
feedback braking function. A DC to DC converter charges batteries
31 and 32 with stepped-up voltage.
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~ or the multi-driving.-system to function as a coupling
drive transmission, armature control an~ magnetic field control
must be provided.
To control armature 11, a constant exciting field with an
electromechanically or solid state element is connected in
parallel to the output terminal of the armature for g-enerating
circulating current to produce coupling torque. Control between
the circulating current value~ the coupling torque and the
coupling speed may be obtained by means of a resistor connected in
series with a solid state switching element operating in a clipper
mode. An alternative method of magnetic field control is to
short-circuit the output terminal of a switching element, and to
control the coupling torque by means of the magnitude of the
excitation field in order to change the coupling speed.
When the rotary drive mechanism 4 is used for driving,
power regeneration, or generating power coupling, it may,
depending upon the output characteristics required, use series
excitation, shunt excitation or compound excitation ~onnections.
Alternatively, a series excitation and driving connection laccom-
plished by means of control elements that are connected in series
with the shunt excitation field and the armature 11) may be used
to increase the excitation force to obtain approximate series
excitation running characteristics when the armature load current
is increased.
The control of the multi-driving system to control it to
perform in its various modes will now be described.
To start internal combustion engine 1, engine starting
switch SWl (sultably a push-button switch) is turned on. Program
màtrix 102 will produce an output to actuate brake 21 (which is
indirectly coupled to output axle 24~. Magnetic field switch MSF
and armature switch MSA will be closed, and a control amplifier
150 ~a part of the armature drive control circuit) will be
energized. If output/input regulating resistor VRl (connected to
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the acceler~torl is at an appropriate resistance value (for
instance, because the accelerator is being stepped on), the
armature drive control circuit will provide a current input to
armature 11 to generat2 rotational energy to start internal
combustion engine 1.
Once the system is running, if the brake (not shown) is
stepped on, a brake switch 104 will close, causing the common
power supply to be connected to drive selective switch 110 and
program matrix 102 to maintain the excitation current of rotary
drive mechanism 4 at a maximum value. When a feedback transistor
QD is turned on, the high speed inertia dynamic force of rotary
drive mechanism 4 will be converted into electric energy to charge
batteries 31 and 32.
To cause rotary drive mechanism 4 to operate in a reverse
driving mode, the position of drive selective switch 110 is
selected so that program matrix 102 produces an output to actuate
electromagnetic brake 28. When reverse exciting electromagnetic
switch MSR-is turned on, an excitation field is created. When
armature driving electromagnetic switch MSA is turned on, rotary
drive-mechanism 4 will deliver a reverse output.
In addition to changing the driving direction of rotary
drive mechanism 4 by means of a year assembly, the driving direc-
tion may also be changed by applying armature current to armature
11 in a reverse direction upon using rotary drive mechanism 4 in a
driving mode. Speed control may be performed by means of a wave-
clipping circuit connected in series to the input terminal of
armature 11 and receiving a contro~ signal from variable resistor
VRl (which is connected to .the accelerator).
To cause rotary drive mechanism 4 to operate in a forward
driving mode, drive selective switch 110 is set at a position
whlch causes program matrix 102 to produce an output to energize
electromagnetic brake 28. Simultaneously, forward exciting switch
MSF is turned on, causing an excitation field to be producedO
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Armature driving switch MSA is turned on as well. The wave-
clipping circuit connected in series to the input terminal of
armature 11 is controlled by variable resistor VRl (connected to
the accelerator). A corresponding drive output is produced.
To simultaneously drive output shaft 24 with the output
of internal oombustion e~gine 1 and rotary drive mechanism 4, the
position of driver selective switch 110 is set to an appropriate
position to control program matrix 102. Forward exciting
electrom~gnetic switch MSF is turned on, causing excitation
windings 5 to produce an electromagnetic field. Additionally,
armature drive electromagnetic switch MSF is turned on, and the
wave-clipping control circuit connected in series with the input
of armature 11 is controlled by variable resistor VRl~ When the
accelerator is stepped on, the resistance of variable resistor VRl
is changed, causing internal combustion engine 1 and rotary drive
mechanism 4 to simultaneously drive output shaft 24.
To maintain internal combustion engine 1 a~ constant
rotational speed while operating rotary drive mechanism 4 in a
transmission mode, the feedback signal produced by speed sensor 33
(indicative of the angular velocity of output axle 26 of the
engine) is applied to a drive comparison circuit for driving an
electromagnetic attractive accelerator regulator for timely
regulation of the accelerator to maintain constant engine running
speed. Constant speed may also be maintained by using a conven-
tional centrifugal constant speed accelerator regulator (or any
other constant speed maintaining means)O
When internal combustion engine 1 is running at a
constant speed, its output will increase the excitation force of
the magnetic field produced by ex~itation windings 5 of rotary
drive mechanism 4. The output current produced by armature 11
will (through the wave-clipping switch connected in parallel to
its output terminal) vary so as to change the coupling torque for
regulating the rotational output. The output torque may also be
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changed by short~circuiting both en~s of armature ll in order to
vary the field strength. Alternatively, any conventional wave-
clipping circuit may be employed.
Speed sensor 28 (producing an output indicative of the
R.P.M. of internal combustion engine 1) and the signal of speed
sensor 34 (indicative of the angular velocity of output axle 34)
may be connected in reverse series. When coupling low rotational
speeds, a signal is generated which causes the voltage applied to
variable resistor VRl to switch from the generated power coupling
circuit to the supplied power driving wave-clipping control
circuit to cause the rotary drive mechanism 4 to increase the
speed of output axle 24. The signal applied to variable resistor
VRl is changed from the generated power coupling circuit to the
supply power driving circuit because the maximum angular velocity
that internal combustion engine 1 i5 designed for i5 lower than
the maximum angular velocity which rotary drive mechanism 4 is
capable of producing. In other words, at the point at which this
chanqe occurs, the generated voltage of rotary drive mechanism 4
is lower than the voltage of batteries 31 and 32 because of a
reduced field current supplied to excitation windings 5. The
~gener~ted voltage has a reverse polarity with respect to the
driving input voltage to batteries 31 and 32.
When rotary drive mechanism 4 is used in a transmission
coupling mode as a clutch, the excitation windings 5 of rotary
drive mechanism 4 are supplied with current such that they produce
a maximum excitation magnetic field. Thus, armature 11 performs
maximum generated power coupling. A transmitted driving output
may be obtained by using a conventional accelerator regulating
method to control the speed of internal combustion engine 1.
To increase coupling ~efficiency, a clutch (driven conven-
tionally by mechanical, pneumatic, hydraulic or electromagnetic
actuating means) may be installed between the rotation driving
~ield and the rotation driving stator to operate as a mechanical
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friction-coupling transmission-~devlce. Alternatively, armature 11
and excitation windings 5 of rotary drive mechanism 4 may be
configured as a conventional conic rotor electromagnetic brake
motor (as shown in FIGURE 5~. In this configuration, when
windings 5 are supplied with current t the conic rotor will move
axially to release the brake. When the excitation current is
removed, a spring will actuate the brake.
If armature 11 of rotary drive mechanism 4 and associated
slip rings 16 and 17 and rotary armature commutator 10 have the
same num~er of poles as that of the magnetic excitation field, the
magnetic excitation field can be produced by a permanent magnet or
a direct current electromagnetic field. In such a case~ the rotor
may be driven by an electro mechanical or solid state switching
assembly which continuously varies the polarity of the current
supplied so as to provide the rotor winding with an alternating
current having an adjustable frequency. Coupling may be performed
by applying a D.C. excitation current to the rotor to permit the
field and the rotor to synchronously attract one another (for
synchronous couplingj, or by adding a variable resistor to change
the degree of coupling (thus operating similar to a A.C. winding
rotor induction device that is controlled with an external series
resistor). If there are a different number of field poles in
rotary drive mechanism 4 than there are rotor poles, but if the
poles are appropriately distributed, a step drive and coupling
function may be obtained. In such a case, the speed control
method is the same as that discussed above. In comparing the
various armature control arrangements for the different modes of
operation of rotary drive mechanism 4 discussed above, the only
difference is that a vibrator (or an analog volume adjustment
control circuit) is used instead of the D.C. carrier wave;
operation and control will, however, remain the same.
Rotary drive mechanism 4 may, if necessary, be modified
by constructing it to have inner rotating magnetic field windings
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and an outer armature. If t~le ~ulti-driving syst~m is required to
perform only a subset of the modes discussed above (such as only
the coupling transmission mo~e), electronic controller 36 need
only include the control elements necessary for that mode, and
electrom~gnetic brakes 21 and 28 may be omitted If necessary,
the quantity of internal combustion engines 1 or rotary drive
mechanisms 4 may be ~elected in order to form a multi-driving
system through the rotation means.
Referring to FIGURE 3, a second embodiment o~ a multi-
driving system 250 employing a para~lel drive feature is shown.
An internal combustion engine 201 converts conventional fuel (such
as gasoline, diesel oil, alcohol or gas) into mechanical
rotational energy. A brake 202 is provided at the rotational
output of engine 201. Brake 202 may be any conventional
electromagnetic, manual, pneumatic or hydraulic brake unit.
Rotational energy produced by internal combustion engine 201
appears at output shaft 203 (output shaft 203 may comprise any
device for transmitting rotational energy). A differential gear
unit 204 is coupled to output shaft 203. Differential gear unit
204 includes a differential gear 205, an output gear 206, and a
second input gear 212 (which is coupled to a second rotatable
shaft 211). Output gear 206 is coupled to an output axle gear
207, which is journalled to an output axle 208.
An electric device 210 is coupled to input shaft 211.
Electric device 210 may comprise a motor/generator unit, which may
be used either as a driving motor to provide rotational energy, or
as a generator to provide A~C. or D.C. power.
A shaft 211a of electric device 210 is coupled to a rotor
brake 213. Brake 213 may be actuated electromagnetically,
manually, pneumatically or hydraulically. Shaft 211a is also
coupled to a speed sensor 217.
A speed sensor 209 (of conventional design, for example
an electromagnetic or photocell speed sensor) is coupled to brake
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202 (on the output shaft 203 of internal combustion engine 201)
through a gear 209a and a shaft 209b.
A brake ~nit 214 (which may be actuated electromagneti-
cally, manually, pneumatically or hydraulically) is coupled to an
output axle 208. A speed sensor 215 is used to monitor the
angular velocity of output axle 208.
A conventional centrifugal constant speed controller 215
is used for controlling the accelerator (not shown) on in~ernal
combustion engine 1.
A controller 216 controls system 250. Controller 216 may
comprise conventional switches, potentiometers, photocells, solid
state or mechanical electrical elements, or a microcomputer.
Controller 216 includes two main sections; a control section and a
driving interface section. Referring to FIGU~ES 3 and 4, the
multi-driving syst-em 250 may be operated in a number of modes.
For instance, the system may be used to start internal combustion
engine 201, to produce electrical power to charge a battery, to
convert electrical power from a battery into rotational energy, to
simultaneousiy drive output shaft 208 by both the output of
internal combustion engine 201 and electric device 210 (acting as
an electric motor), or for using internal combustion engine 201
for conventional driving.
To start internal combustion engine 201, brake 214 is
locked, and electric device 210 is operated as a motor to supply
power to start the engine.
To produce electric current, internal combustion engine
201 is stopped. Because of the mechanical damping of internal
combustion engine 1 or alternatively, because of the effect of
brake 202 (if actuated), the inertia force of output axle 208
will, through gears 207, 206 and 212, cause shaft 211 to turn.
Electric device 210 is operated in a generator mode to produce
power to be used, for instance? to charge a battery -~not shown).
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To use multi-driving ~stem 250 ~o convert electrical
energy into mechanical energy, a driving current is applied to
Plectric device 210 to cause it to act as a motor. The mechanical
output which electric device 210 produces at output shaft 211
causes gears 212 ~nd Z06 to rotate. The rotational energy is
transferred by gear 207 to output shaft 208. Brake 202 is
actuated to prevent internal combustion engine 201 from rotating
(or alternatively, the mechanical damping of the engine is relied
upon).
To drive output shaft 208 simultaneously by internal
combustion engine 201 and electric device 210, internal combustion
engine 201 is operated under the control of a manual accelerator
with a speed-setting variable resistor. At the same time,
electric device 210 is operated as a motor to deliver added output
to the system. "
I~ternal combustion engine 201 may be operated at a
constant speed under the control of centrifugal constant speed
control device 215, which is coupled to the accelerator (not
shown). Because of the damping effect caused by the output of
electric device 210, a variable output speed may be obtained. The
input terminals of the armature of electric device 210 may be
short-circuited ~or connected in series with a fixed resistor) to
vary the excitation current and therefore the armature voltage.
In this way, damping of the rotational energy produced by the
sys~em is accomplished. Alternatively, a constant excitation
current may be ap~lied to electric device 210, but resistance
connected in series with the armature of the electric device may
be varied. Yet another method of varying the mechanical output of
electric device 210 ~s to connect its armature in series with a
solid state or electromagnetic switch having a clip-wave output,
or by varying the field strength to change to charging current
produced by the armature to the battery, or by changing the
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current delivered to another load to generate damping for
producing ou~put torque at the output axle 208.
Speed sensor 218 (coupled to output axle 208) may be used
to change the coupling damping effect through a feedback loop.
A mode in which output shaft 208 is driven by both
internal combustion engine 201 (rotating at constant speed) and
the mechanical output produced by electric device 210 (operating
as a motor) is accomplished by operating the system as described
above to produce maximum generated power damping. Electric device
210 is supplied input power to supply rotational energy to output
shaft 208 to continually increase the angular velocity of output
axle 208.
Internal combustion engine 201 may also be used for
conventional driving. Brake 213 is actuated to lock shaft 211a,
thus producing a clutch function.
Electric device 210 may be furnished with a conic
electromagnetic rot-or in order to obtain the same function as that
of brake 213.
Referring to Figure 6, shown is an embodiment of a motor
vehicle 350 having a pair of front wheels 306 driven by an
internal combustion engine 301 and a pair of rear wheels 313
driven by a driving motor 307. Internal combustion engine 301 and
driving motor 307 are independent units which can be driven
singularly or coupled together. Internal combustion engine 301
may be started, a regenerated power brake function may be
performed, or a battery 308 may be charged by using drive motor
307 as a generator while internal combustion engine 301 is driven.
Internal combustion engine 301 is coupled to a
transmission and driving gear box 303 through a clutch 302. Front
wheel 306 are driven through a f ront wheel transmission axle 305,
which is coupled to differential gear system 304. Driving motor
307 (which may be a conventional D.C. motor or a conventional A.C.
motor driven with a vibrator) is coupled to a rear wheel drive
'
.
differential gear box 311, ~hich in turn is coupled to rear wheel
transmission axle 312. ~ear wheel transmission axle 312 drives
rear wheels 313. Driving motor 307 is equipped with a clutch (not
shown)~ A motor driving switch 31~ (comprising an analog or clip-
wave type speed and charge control device) is electrically coupled
to drivin~ motor 307 and to battery 30~.
There may be more than one driving motor 307, which may
be used for jointly or separately driving the wheels. ~riving
motors may be installed either at the front or rear position of
the vehicle with respect to internal combustion engine 301.
Moreover, internal combustion engine 301 may be used to drive the
rear wheels 313, while the driving motor 307 may be used for
driving front wheels 306.
The embodiment shown is simple in construction Electric
motor drive can be used to drive the vehicle in the city at low
speeds where electric power consumption is low. The vehicle can
also generate power by itself for the braking function, and
battery 308 can be charged while internal combustion engine 301 is
running. Both front wheels 3~6 and rear wheels 313 can be driven
jointly.
Motor driving switch 310 may comprise a clip-wave type
speed control in which control is accomplished by using multi-
voltage series impedances. Alternatively, solid state switching
elements may be used. Motor driving switch 310 may be used to
control driving motor 307 in a variety of different modes,
including driving, transmission, forward/reverse rotation, and
regenerated power feedback functions~ Referring to FIGURES 6, 7
and 8, to operate in a generated power brake mode, switch 330 cuts
off the power supply of LS2 and connects to a generated power
brake input terminal of a control device 332 to operate an
electromagnetic clutch and feedback switch transistor 334, which
is coupled between the driving motor 7 and the wheel transmission
system 311. Simultaneously, the inertia of vehicle 350 will cause
~, '
driving motor 307 to generate ~gwer, which may, either directly or
through a st2p-up DoC~ converter, be fed back to battery 308.
The method of operating in a driving mode with driving
motor 307 rotating forward or in reverse is accomplished in the
same way as was described previously in connection with FIGURES 1
and 2.
Internal combustion engine 301 may be started by means of
driving motor 307. Alternatively, a separate engine starting
motor 322 may be actuated with the inertia force of vehicle 350 to
start interral combustion engine 301.
The system shown may also be operated to jointly drive
vehicle 350 with internal combustion engine 301 and driving motor
307 Iwhich i5 operated at a predetermined current and torque).
When internal combustion engine 301 is conventionally operated and
driven,~driving motor 307 i5 also driven and controlled with a
predetermined current. Control of driving motor 307 by a prede-
termined current is accomplished by using a current comparison
resistor 336 to yield "IR" (a voltage drop eorresponding to the
current. A variable resistor 338 is connected in parallel with
resistor 336 to set a feedback potential which is connected
through a selected relay 323 and is delivered to the input
terminal of a differential preamplifier 324 of control device 320
in order to generate a predetermined torque current value for
jointly driving with internal combustion engine 301.
Simultaneous driving by internal combustion engine 301
and driving motor 307 is accomplished by using an accelerator
control and a motor speed predetermined variable resistor to cause
the engine and the drivin~ motor to be driven correspondingly.
Durins forward or reverse driving, driving motor 307 may
be operated in an instant reverse driving mode, which improves
braking by shortening the braking distance (also achieving better
braking effects on slippery road surfaces)~
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klULTI--INNER TUBE TIR~:S
Referring to FIGURES 9 and 10, two embodiments of a
multi-inner tube structure ~or the driving wheel tires of vehicle
350 shown in FIGURE 6 are shown. The advantage of the embodiments
shown is that they are more puncture-resistant than ordinary
tires, reducing the danger caused when tires puncture (such as the
possibility of the vehicle overturning).
Driving wheel tires require high performance and
safety. Spoke-type wheels have the advantage of light weight and
better performance, and thus have been widely used. However,
inner tubes used for such tires are liable to be punctured. In
accordance with the present invention, a tire including multiple
inner tubes is used to reduce the dangers associated with
punc~uring.
The embodiment shown in FIGURE 9 has two inner tubes 402
and 404, which are inflated with air simultaneously. If one of
the two inner tubes is punctured, the other inner tube will remain
inflated so as to reduce danger.
The embodiment shown in FIGURE 10 includes three inner
tubes 402, 404 and 406. Two of the three inner tubes (402 and
404) are inflated with air, while the third inner tube 406 is used
as a spare. Alternatively, all three inner tubes 402, 404 and 406
may be inflated simultaneously.
EXTENSION_BUMPERS
Conventional cars are usually provided with bumpers on
the front and on the rear as a collision interface. The bumper is
a well-known device used to protect a car in case ~f a
collision~ However, the front nose of a small car is usually flat
in shape, so that the bumper is rather close to the driver's
seat. Therefore, the protective function of such a bumper is
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reduced. However, if the bumpe~ is extended a little bit farther,
the car will require more space for parking. To solve this
problem, the inventor has developed an adjustable extension bumper
which may be extended by manual~hydraulic or mechanical force.
Referring to FIGURES ll-l to 11-3, shown are embodiments
of a bumper is accordance with the present invention. Two
embodiments are shown, one of the general type and one of the
shock absorbing type. The embodiments shown include a bumper
driving device 505, which may include a double-acting device, a
pneumatic cylinder 507, a hydraulic cylinder or a conventional
mechanical device that can move back and forth. An embodiment
including a pneumatic cylinder may be provided with a shock
absorbing function.
A sliding rail 503 is used for carrying the bumper 502 so
thàt is may move back and forth. The bumper structure may, if
necessary, be installed on the side of vehicle 501 in addition to
at the front or the rear of the vehicle.
An adjustable extension bumper installed at the front and
rear of vehicle 501 may also be used to carry articles by the use
of folding elements, a side member, a fixed element, a front plate
or a rear plate (as is shown in FIGURES 12-1 to 12-2).
VOLTAGE REGULATOR
A presently preferred embodiment of the differential
voltage type automobile generator voltage regulator circuit is
shown in FIG~RE 13. The field of the automobile generator 603 is
constantly and directly excited. At the output terminal of the
generator 604, at least one differential voltage sensing circuit
608 with a reference voltage is furnished. The differential
voltage sensing circuit 608 will generate a signal when the output
voltage of the generator 603 is low to trigger a thyristor 618
.? r~ _
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: ~ ' ' ~,..'' , . '
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(connected in series between the power supply and the load) for
regulating the output voltage.
The circuits shown in FIGURE 13 comprises single or
multi-phase output windings 602a~ 602b and 602c and related slip
ring, brush and mechanical assemblies (not shown~. A thyristor
618 is connected in series with each of the outpu~ windings (602a-
602c). The thyristor 618 is connected either directly to a load
or in series to the load through a charge current limiting
resistor 620. If necessary, a capacitor 622 may be connected in
parallel with the output to provide the load terminal with a
voltage for comparison and for energy storage purposes.
Reference voltage for the differential voltage sensing
circuit 608 is provided by a voltage stabilizer circuit connected
in parallel between thyristor 616 and the power supply and ground
terminals of the A.C. generator winding (602a, 602b, 602c)~ The
voltage stabilizer circuit comprises a resistor 614 and a 7ener
diode 612. Any convPntional voltage stabilizing circuit may be
used in the alternative.
The reference voltage produced is applied to a variable
resistor 613. Voltage from variable resistor 613 is applied.to
thyristor 618 through a diode 616 in order to trigger the
thyri~tor to cause capacitor 622 to charge in order to step up the
output voltage when the output voltage falls below the
predetermined value range established by the reference voltage.
Voltage from variable resistor 613 may alternatively be applied
directly to thyristor 618. Variable resistor 613 may comprise a
resistance-selecting device including several resistors.
When an internal combustion engine (not shown) is started
and actuates the generator 603 and a switch 610 is closed, the
field winding 604 of the generator will be e~cited by current from
battery 624, thereby causing the ~tator windings 602A, 6028 and
602C to generate an induced voltage. Stator windings 602A-602C
may be configured in a three-pha.sed "Y" connection wherein the
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neutral contact of each windings is a grounded output terminal.
The output terminal of each phase is connected in series with a
different differential sensing circuit 608, as described above.
Where the voltage from the sliding terminal of variable
resistor 613 to ground is W Rl, ~he voltage drop across diode 616
is VZD4, the trigger voltage of thyristor 61B is VT~IGGER and the
voltage across capacitor 622 is VCl, then thyristor 618 will be
triggered to become conductive when W Rl > VZD4 + VTRIGGER +
VCl. When thyristor 618 becomes conductive, the voltage on the
load terminal is stepped up. When VV~l < VZD4 ~ VTRIGGER + VCl,
the thyristor 618 will be cut off, after passing through a zero
value. Therefore, an intermittent conductive state occurs for
obtaining a voltage stabilization function.
Wave forms showing the operation of the embodiment of
FIGURE 13 are shown in FIGURE 14.
A second embodiment of the voltage regulating circuit in
accordance with thé present invention is shown in FIGURE 15 in
which each of diodes 670A, 670B and 670C are connected in series
with each of stator windings 602A, 602B and 602C, respectively.
Diodes 670A, 670B and 670C provide self-exciting current. When
the engine speed falls, a self-excited field will be established
in order to step-up the voltage generated to improve the charge
characteristics at low engine speeds.
FIG~RE 16 shows a thir~ embodiment of a voltage regulator
in accordance with the present~invention including a diode bridge
circuit 680. The ground terminal is connected to the negative
terminal of a bridge circuit diode. This embodiment of a voltage
regulator has a monitoring and protection function which is
important to battery life.
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RATIO ~CALE ~ETER
Referring to FIGURES 17 and 17(A), shown is an embodimentof a bi-direc~ional and differential ratio scale meter in
accordance with the present invention. A diode set 630 is used
for indicating direction and charging protection. Diode set 630
comprises three diodes 602, 604 and 606 which are connected in
series together and in series with a charsing indication shunt
resistor 608. A second network comprising a diode 610 and a
resistor 612 are connected in parallel to the network of diodes
602-606 and resistor 608. Diode 610 is connected in reverse
polarity with respect to diodes 602, 604 and 606 (which are all
connected in the same direction). A protection resistor 614 is
connected in series with an indicator light-emitting diode 616.
~he network of resistor 614 and LED 616 is connected in parallel
with diode 602 and 604, with the cathode of diode 616 connected to
the cathode of diode 604~ During battery charging, diodes 602 and
604 will produce a fixed bias (about 1.4 volts) to drive LED 616,
which is protected against reverse voltage by a diode connected in
series but in parallel with the bias diode (not shown). The
driving bias should be stepped up correspondingly in this
connection.
During charging, the network including diode 602, 604 and
606 and resistor 608 is connected in parallel with the coil of a
meter 618. Resistor 608 is used as a shunt resis~or to provide a
higher scale/current ratio. Current breaker 620 is used for
protecting battery 622 in case o overcharging. Current breaker
620 may be xeplaced with a fuse or other protective device. Diode
610 permits current to flow from battery 622 through resistor
61~. Resistor 612 and diode 610 are also connected in parallel
with the coil of meter 618 to obtain a low scale/current ratio
when the battery is delivering current.
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The embodiment shown will provide a separate, different
scale/current ra~io for charging and for disc~arginy of battery
622 in order to avoid the drawback of a lower scale/current ratio
o~ current dipole meter 61~ during charging. Further, the
embodiment is also provided with a charging indicator and a
protective device in order to give a practica~ indication and
pro~ection to the asymmetrical output/input characteristics during
long charging periods and instant large discharging periods.
RE~R YIEW LAMP
Referring to FIGURES 18-1 to 18-4, various embodiments of
car-mounted lamp arrangements are shown. Lamps 650 may be
installed at one or both sides of the front of a vehicle 651.
Lamps 650 may also be installed at the rear of vehicle 651. Lamp
650 may be controlled by a manual or automatic dimmer switch (not
shown) and may be used for a variety of lighting uses, such a
parking or reversing vehicle 651 to enable tG driver to see spaces
to the side and the rear of the vehicle.
Lamps 650 may be controlled with a manual switch.
~lternatively, lamps 650 may be controlled by an automatic dimmer
switch so that as soon as the driving lamp is changed in~o a head
light, the rear view lamps will be turned on.
Referring to FIGURES 19-1 to 19-2, shown are embodiments
of the iamps 650 shown in FIGURES 18-1 to 18-4. Rear view lamps
may be obtained by utilizing a large lamp 650 which can throw part
of its light backwards, such as a headlight with a reflector
having a light-throwing slot or the like.
The embodiment of the lamps shown in FIGURE 19-1 includes
a cover 701 to which is attached a fixed front lid 702 and a core
703. A transparent cover 704 is located at the lower rear side of
cover 701. A lamp core 705 provides illumination. The lamp is
mounted on a fixed support 70S.
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When operating the dip switch (not shown), either the
driving lamp or the headlight will have a portion of its light
thrown backwards through a slot (covered by transparent cover
portion 704~ in order to let the driver see the rear and side part
of the vehicle.
MOVEABI,E MULTI--LAYER EXTENSION CAR TOP
An embodiment of an extension car top in accordance with
the present invention is shown in FIGURES 20-1 to 20-2. A car top
in accordance with the present invention includes 2 or more layers
between which is provided a ventilation passage in order to
prevent high temperature produced by sunlight incident on the car
top from being transferred to the interior of the car. One of the
layers may be a movable rain-proof piece 714 which may slide back
and forth on a sliding rail 711 (or alternatively, may slide by
means of a rolling wheel coupled to the sliding rail on the ixed
layer of the top). The sliding layer 714 may be slided manually,
electrically, pneumatically, or hydraulically, and may be equipped
with a lock to lock it into position.
When car 715 is driven in the rain at a suitable speed,
sliding top 714 not only shields the car from the rain, but also
can protect front windshield 716 from the rain, thus, preventing
the driver's vision from being blurred.
Fixed sliding rail 711 may be a general sliding rail for
rectilinear sliding motion, or alternatively, a rolling wheel
configured to make a straight displacement. A driving and lock
mechanism 712 may be manual, electric, pneumatic, or hydraulic, as
shown in FIGURES 20-3 and 20-4.
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OPTICAI, FIBER I.IG~T MC)NITOR SYS'~E~
~ n embodiment of an optical fiber light monitor system in
accordance with the present invention is used for moni~oring the
light operation conditions o~ a car. Ihe light monitor system may
comprise one or more optical fiber cords, one end of which is
coupled to a light source to be monitored and the other end of
which is coupled to a display device within the car for indicating
the light output state. Conventional light display systems
utilize a pilot light connected in series with a load, which have
the disadvantage of high cost as well as difficulty in
installation. The light monitor system in accordance with the
present invention is designed to use an optical fiber coupler
comprising one or more optical flber cords coupled to the light
source. Display in the driver's cab may be either in graphs or in
letters.
A MULTI-VOLTAGE D.C POWER SUPPLY CIRCUIT
The presently preferred embodiment of a multi-voltage
D.C. power supply circuit 800 in accordance with the present
invention to be used in conjunction with the multi-driving system
shown in FIGURES 1 and 2, with a generator or driving power unit,
with a ~.C. driving motor, or for some other purpose, is shown in
FIG~RE ~1. The power supply circuit 800 includes two or more sets
of D.C. power supplies 804 to provide different voltages having
common grounds. The tap terminals of each output voltage is
connected in series to a bridge-type switching element assembly
805-807. Through the operation of a preset unit 801, a trigger
and control circuit 802 and a time sequence circuit control 803,
various switching elements may be changed to "on" or "off" for
preset periods of time so as to vary the output rms values for
obtaining lower ripple echelon-type D.C. voltage outputs.
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Preset unit 801 comp~ises a conventional digital or
analog device using electric or electronic elements for presetting
output voltage or current. Preset uni~ ~01 is connected to
trigger and ~ontrol circuit 802, which is a control circuit
(comprising conventional electric, electronic or microcomputer
elements) for controlling solid sta~e or electric switching
elements, as well as controlling bridge-type switching element
assembly 805, to deliver driving output and regenerated power
eedback.
A clock circuit 803 (comprising conventional electric and
electronic elements) produces time sequence pulses and generates
an output voltage to monitor the cycles so as to control the
trigger and control circuit 802 to yield a corresponding output.
A storage battery set 804 has many tap terminals, and the
armature hour ratings of each voltage echelon which it includes
may be determined by the rate of usage.
Switching element assembly 805 is connected in series to
the various voltage taps of storage battery set 804. Switching
element assembly 805 is a bxidg~ circuit comprising a thyristor
814 and a diode 812 use for driving, and a thyristor 814 and,diode
816 use for feedback. The point at which the feedback thyristor
810 and driving diode 812 connect is connected to the highest
output voltage terminal of stored battery set 804. The point at
which driving thyristor 814 and feedback diode 816 connect is
connected to the armature of a load motor 808. The positive
terminal of the output connection point of the two diodes 812 and
816 is connected to the collector of an NPN switch transistor 81B,
the emitter of which is connected to the anode common connecting
point of thyristors 810 and 814 in order to accept triggering
control from the trîgger and control circuit 802.
' Switching element assemblies 806 and 807 have the same
structure as that of switching element assembly 805, and are
connected to lower output taps of storage battery set 804 in order
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to accept control. The numbe~.of switching element assemblies
installed may be varied depending upon the number of taps of
storage battery set 804.
Referring to FIGURE 22, a detailed schematic aiagram of
the preset unit 801, trigger and control circuit 802 and clock
circuit 803 shown in FIGURE 21 is shown.
An operational amplifier 852 is used to compare the
feedback voltage of the speed sensing generating of the motor
feedback generator with a preset potential on a potentiometer
850. Operation amplifier 852 amplifies the output and delivers it
to two zener diodes B54 and 856, which have different selected
voltages. The output terminals of zener diodes 854 and 856 and
the output of clock circuit 803 (which suitably comprises an
NE555) are all coupled to the inputs of an AND gate 358 (suitably
an SN74~1), the output of which is coupled to the up input of an
up/down counter 360 (suitably an SN74192~. The output signal of
zener diodes 854 and 856 is also coupled to the input of a NOR
gate 862 (suitably an SN7402), the output of which is connected
along with the output of clock circuit 803 to an AND gate 864
(suitably an SN7421). The output of AND gate 864 is connected to
the down input of counter 860.
When the system is turned on, counter 860 receives a
clear instruction and resets to zero. When counter 860 receives
an input, it performs up/down counting. The output of counter 860
is connected to a decoder ~66 (suitably an SN7442), which converts
the input binary signal into a decimal signal that is coupled to a
driving matrix 868. The input terminals on the ground terminal of
counter 860 are respectively connected in parallel to signal
short-circuit transistors 87~ and 872 in order to limit the
voltage adjustment scope or driving switch element assemblies
805~ 806 and 807 (shown in FIGURE 21) to conduct corresponding
driving.
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Referring to FIGURES~21 and 22, the feedback signal of
the feedback speed of the sensing generator is compared with a
preset vol~age furnished to operation amplifier 852 by
potentiometer ~50. Operational amplifier 852 wi11 generate an
output voltage higher than the zener voltages of zener diodes 854
and 856 when the feedback signal of the feedback speed sensing
generator is higher than the preset voltage. When a clock signal
appears at the output of clock circuit 803, a signal will be
provided on the UP terminal of counter 860 by AND gate 858 to
generate a position pulse to cause counter 860 to count up.
Decoder 866 will, through driving matrix 8~, cause an appropriate
one of switching element assemblies 805, 806 or 807 to select its
corresponding output tap from battery storage set 804. As counter
~60 counts up, a higher voltage tap will be selected.
When the output of operational amplifier 852 is lower
than the zener voltage of zener diode 856 but higher than the
zener voltage oE zener diode 854, counter 860 will count neither
up nor down.
When the output of operational amplifier 852 is lower
than the 2ener volta~es of both zener diodes 854 and 856 (i.e. the
reference voltage is higher than thP feedback signal from the
feedback speed sensing generator), the output of NOR gate 862 goes
high. When a clock signal is generated by clock circuit 803, the
output of AND gate 864 goes hiqhl causing counter 860 to count
down. When counter 860 counts down, a switching element assembly
805, 806 or 807 corresponding to a lower voltage tap oE battery
storage set 804 is selected through decoder 856 and driving matrix
868. Referring to FIG~RE 23, an output voltage wave Eorm produced
by th circuit shown in FIGURE 22 is ~hown.
It is also possible to install a switch LSl (not shown)
to a brake device which will operate when a brake is applied. The
normally closed contacts of switch LSl are connected between the
power supply and decoder 866, while the normally open contacts of
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switch LSl are connected between the power supply and the input
terminal of the regenerated brake input line of driving matrix
868. The output of driving matrix 868 may simultaneously drive
the thyristors 810 for feedback, and switching transistors 818 to
generate charging feedback.
While the invention has been described in connection with
what is presently considered to be the most practi~al and
preferred embodiments, it is to be understood that the invention
is not to be limited to the disclosed embodiments but on the
contrary, it i~ intended to cover various modifications and
equivalent arrangements included within the spirit and scope of
the appended claims which scope is to be accorded the broadest
interpretation so as to encompass all such modifications and
eguivalent structures.
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