Abstract:
Advances in robotics have had a great influence in the design and performance of motorized assistive devices in the past two decades. Specifically, introduction of “intelligent” system technologies has enabled users of motorized assistive devices to better control their machines and avoid problematic situations. However, one area of assistive devices that has not reaped the benefits of advances in the state-of-the-art, is major weight reduction in the overall design of these devices. Bulky motorized assistive devices hinder the range and portability of these devices and impact the ability of the user to manually handle these devices without assistance of mechanical lifting devices or individuals. This ultralight, collapsible powered operated vehicle (POV) is lighter than those available today by approximately 80%. This device addresses this issue by the development of an ultralight, collapsible POV, which will replace the bulky and heavy motorized assistive devices currently being used. Present day motorized assistive devices are mostly very heavy, have limited turning capability, are short ranged due to excessive power drain, and are prone to failure due to mechanical failure of internal/external component(s) because of environmental conditions. Users of the ultralight, collapsible POVs will have increased travel range prior to receiving a recharge not available in present-day motorized assistive devices. They will be easy to transport because of their ultralight weight.

Description:
This application claims the benefit of U.S. Provisional Application No. 60/606,448 filed Sep. 1, 2004, incorporated by reference herein in its entirety. 

   BACKGROUND OF THE INVENTION 
   1. Technical Field 
   Presently there are many types of personal mobility vehicles, also known as Power-Operated Vehicles [POVs] (some are referred to as scooters) used by certain physically challenged individuals and certain morbidly obese individuals that have difficulty in standing/walking for any period of time. The present POV designs are inherently unstable in nature because of their basic design philosophy. The inability to assist certain individuals with severe physical mobility problems is a major limiting feature in the existing POV designs. 
   Present-day POV designs, in most cases, are unable to satisfy these individuals and in some cases cause dangerous conditions such as falls. Because of this instability certain physically challenged individuals and morbidly obese individuals are not afforded the chance for mobility without the aid of an assistant. 
   With the increasing aging population there will be a growing need to provide some form of mobility to this ambulatory physically challenged group and morbidly obese individuals without being dependent on assistance. Review of current literature and US Patents indicate that there is no real effort to remedy these deficiencies. Conditions can range from morbid obesity to fracture(s), orthopedic surgery (such as joint replacements), amputations, stroke, arthritis, etc. 
   US Census Bureau Report, Americans with Disabilities: 1997 stated that about 20% (52.6 million) of individuals above the age of fourteen had some disability of which more than 4% (8.6 million) used some type of ambulation assistive device. As of 2000, there are more than 142,000 individuals using POVs. Over 62% are under the age of 65. Individuals with diverse disabilities extensively use existing POVs. They have not changed in their basic design since their inception in 1924. 
   Falls are a serious problem among senior adults. In the United States, ⅓ of individuals over the age of 64 sustains a fall. Older individuals are hospitalized for fall related injuries five times more often than for any other reason, of which nearly 30% suffer moderate to severe injuries that result in reduced mobility and risk of death. 
   The main aim of this invention is to improve the POV to provide unassisted mobility, exercise and higher quality of life to certain physically challenged individuals and morbidly obese individuals that are not adequately served by existing POVs. This will allow these individuals to move freely and rapidly over most terrain and to accomplish a variety of activities such as shopping, camping, limited hiking, tourist attractions and use of public transport. 
   POVs have reached widespread acceptance for use by physically challenged individuals with partial or total walking disability. POVs are generally roughed, employ wider tires, than wheelchairs so they may be maneuvered over terrain not generally accessible by wheelchairs. 
   Most present-day POVs require some form of disassembly for storage and/or transfer to another location. However, these POVs are heavy, ranging from 50 to almost 200 pounds. The disassembly is supposed to be simple but in most cases it requires some other person other than the physically challenged individual to perform this operation. 
   Every individual with disequilibrium, functional mobility limitations, postural instability or other movement disorders is an appropriate candidate for the POV. The device provides balance and mobility to a broad spectrum of physically challenged individuals. The health costs associated with falls are pervasive and substantial, and they increase with fall frequency and severity. 
   The invention design provides the user of the POV the ability to store or activate the POV without any great external physical input. Physically challenged individuals that have both or a single upper limited or non-functioning limb(s) can function with the use of the proposed POV along with obese individuals that require some means of transport to accomplish certain tasks. The inoperative limbs may be the result of obesity, spasmodic episodes or some other abnormality. The POV is designed so that it can traverse any terrain that any type of wheelchair is able to presently plus be able to maneuver in locations that present-day wheelchairs are not, by virtue of the improved POV design philosophy. 
   The POV&#39;s design has the capability to affect the general aging population and group of active sports enthusiasts who will likely experience at least one serious injury in their lifetime that would require the use of a POV. The use of this POV would have the capability to reduce the cost of rehabilitation treatment. 
   2. Description of the Prior Art 
   Extensive prior art research and patent searches have indicated that no similar device exists in the marketplace or has been proposed through the United States Patent and Trademark Office (USPTO) or foreign patent offices. In fact, we have the only existing intellectual property in such a device. In addition to the novel aspects of the collapsing/erection assist mechanical design of the POV, the POV incorporates advanced technology. 
   Prior POV designs were developed to assist physically challenged individuals. There are more than 100 types of POVs on the market. Electric POVs weigh between 50 and 200 pounds and they support up to a maximum of 400 pounds. The most prevalent is the basic 3-wheeled frame. The tri-wheel or delta frame has a single wheel in front and two drive wheels on the sides and has a smaller turning radius. However, they are less stable than 4 wheeled models, but are easier to use. The four-wheeled frame model is boxed shaped, with drive wheels on the side. The front wheels provide steering. Unlike the basic 3-wheeled frame they have a larger turning radius. These POVs are found to be unstable in many conditions. 
   There are many patents for different electric POV types. The following is a sample of these patents.
     1. Mowat et al., U.S. Pat. No. 4,452,327 was the first patent to embody the design of today&#39;s POV. The following discrepancies are noted in the collapsing of the POV: 1) It has a complex hook and latch mechanism that needs to be disengaged in order to collapse the POV; 2) the seat assembly must also be removed, but this portion can not be completely collapsed; 3) The rear wheels axles must be collapsed; 4) The batteries have to be removed so the POV can be reduced to its minimum size; 5) mechanical brakes are used in the POV design which is hazardous to the user; 6) The drive mechanism is dual 12 volt motors that are coupled to the drive wheels by a rubberized sprocket belt. Without proper adjustment, excessive power loss will result in the use of this type of power transfer technique; and 7) No reverse control readily available for the user. The collapsed POV is very bulky and heavy.   2. Kramer, U.S. Pat. No. 4,570,739 the following discrepancies are noted in the collapsing of the POV: 1) The handle is split in half and needs to be disengaged in order to collapse the POV; 2) the seat assembly must also be removed, but this portion can not be completely collapsed; 3) The rear wheel drive is coupled to the motor by means of a belt which is prone to slippage during weather changes; 4) The batteries have to be removed so the POV can be reduced to its minimum size; 5) mechanical brakes are used in the POV design which is hazardous to the user; and 6) Rear wheels must be disengaged in order to fully collapse the POV. This POV in the collapsed mode is very bulky and heavy.   3. Hopely, Jr., U.S. Pat. No. 4,947,955 the following discrepancies are noted in the collapsing of the POV: 1) The handle is split in half and needs to be disengaged in order to collapse the POV; 2) the seat assembly must also be removed, but this portion can not be completely collapsed; 3) The frame splits into two (2) pieces; 4) The batteries have to be removed so the POV can be reduced to its minimum size; and 5) mechanical brakes are used in the POV design which is hazardous to the user. This POV in the collapsed mode is also very bulky and heavy. This design introduces the transaxil as the drive method of the POV.   

   SUMMARY OF THE INVENTION 
   Presently there are many techniques for providing maximum structural capabilities to portable and collapsible POV designs. These POV designs have inherent deficiencies because of limited power, space and roughness required in their use. The present rear wheel drive mechanism for most POVs is a single reversible DC motor coupled to the transaxle which in turn drives the two back drive wheels. The weight of this configuration is about 50 pounds: 12 pounds for the motor unit; 25 pounds for the transaxle unit; 8-12 pounds for wheels; 2 pounds for controller box; and 3-5 pounds for the frame unit which holds and supports these units. Presently there are many techniques for providing maximum torque to the drive wheels. These drive mechanism designs have inherent deficiencies because of limited torque available, coupling slippage, limited power, limited space and roughness required in their use. 
   The POV uses specialized wheel sets to navigate over various surfaces. The POV has a front steering wheel and primary drive wheels at the rear portion of the POV. In the basic motorized configuration of the POV, the user provides certain hand movements of the control mechanism, which in turn produces control signal(s). In the basic powered version the user will determine speed of the POV by sending the appropriate control signal(s) to the drive unit. The power drive unit consists primarily of two drive motors, gear reduction units, coupling mechanisms and electronic control. The drive wheels require some sort of tread design in order to maneuver properly in different types of terrain like standard automobile tires. Specialized tread designs are used for specific terrain or a generalized tread design that will be effective over most terrain. Incorporated in the POV is a collapsing/erection assist mechanism, which aids the morbidly obese and/or handicapped individual to stow or activate the POV without any assistance. Steering is accomplished by control signals generated by the user to drive a reversible DC motor that rotates the forward drive wheel unit to the desired alignment direction. Also, a built-in power source such as a lithium battery/Zinc matrix or some other power source (such as fuel cell(s), storage capacitor(s), etc.) will provide the power required for both the control module and drive motors. 
   The overall POV is designed for ease of use, transport and storage. In designing mobility and stability into the POV, overall effectiveness and safety is not compromised. For ease of transport and erection, a collapsing/erection assist mechanism is incorporated into the design of the POV. The mobility of the POV is determined and measured by the ability of the POV&#39;s freedom of movement (percentage of the terrain over which the POV is mobile) and its average speed or travel time over any given terrain. A POV&#39;s weight plus the physically challenged individual&#39;s weight upon the POV and outrigger footprint (the area of outrigger projection which impacts any given surface) determine the resultant surface pressure that the POV imparts on any given surface. The surface pressure, coupled with the POV&#39;s stability will determine the POV&#39;s mobility and stability effectiveness and is defined as the POV&#39;s Mobility Index (PMI). The higher the PMI, the less mobile/stable the POV becomes. As a general rule of thumb, a lower PMI not only equates to better surface mobility and stability but also indicates better performance on inclines, in non-stable surface (such as sand, snow, etc.), over obstacles/gaps crossings and when traversing vegetation, carpets, etc. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     Other objects and advantages of the present invention will become apparent from the following detailed description of the preferred embodiment of thereof taken in conjunction with the accompanying drawings, wherein: 
       FIG. 1  is an external view of the invention and depicts the apparatus in is it fully deployed mode configuration; 
       FIG. 2  is an external view of the apparatus and depicts the invention in a partially collapsed mode configuration; 
       FIG. 3  is an external view of the invention and depicts the apparatus in a fully collapsed mode configuration; 
       FIG. 4  is a schematic side view of the mechanical configuration of the invention; 
       FIG. 5  is a schematic top view of the mechanical configuration of the invention; 
       FIG. 6A  is the block diagram for the power source for the invention; 
       FIG. 6B  is a simple conceptual schematic of the H-bridge for the invention; 
       FIG. 7  is the side view for the erection/collapse mechanism for the steering/control column unit of the invention; 
       FIG. 8  is the side view for the erection/collapse mechanism for the seat unit of the invention; 
       FIG. 9A  is the side view for the erection/collapse mechanism for the seat mechanism of the invention in the full extension mode; 
       FIG. 9B  is the front view for the erection/collapse mechanism for the seat mechanism of the invention in the full extension mode; 
       FIG. 9C  is the side view for the erection/collapse mechanism for the seat mechanism of the invention in the collapsed mode; 
       FIG. 9D  is the front view for the erection/collapse mechanism for the seat mechanism of the invention in the collapsed mode; and 
       FIG. 10  is the bottom view for the erection/collapse mechanism for the main frame unit of the invention; 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   Referring now to the drawings, wherein identical numerals indicate identical parts, and initially to  FIG. 1 , which shows the external view of the device in its fully extended position. 
     FIG. 1  shows the external view of the apparatus and consists of the following sub-systems and interfaces: 1) Steering/Control Column Sub-system; 2) Main Frame Sub-system; 3) Propulsion/Power/Interface Sub-system; and 4) User Seat Sub-system. 
   As seen in  FIG. 1  the Steering/Control Column Sub-system is mounted to the forward region of the main frame unit  13 . Steering segment unit  4  is attached to the main frame unit  13 . The bottom side of steering segment unit  4  provides the first support means for the overall steering column units  4 ,  5 ,  6  and  7 . The instrumentality used to mount these structures may be well known in the art, for example, the components may be welded, bonded, fused, connected by a host of bolts/fasteners, or other forms of attachment. The Steering/Control Column Sub-system includes a steering wheel housing and a plurality of steering segment units, a steering handle unit  9  and  12  (see  FIG. 5 ), and locking mechanisms  8  and  11 .  FIG. 1  illustrates a plurality of four steering segment units including steering segment units  4 ,  5 ,  6 , and  7 . The bottom side of the steering unit  4  is the first support member of the Steering/Control Column Sub-system. The apparatus illustrated in  FIG. 1  typically could be used by an average height adult, whereas an apparatus used by a child would require a fewer number of steering segment units. Control means for the apparatus, such as speed, direction and steering is provided by steering column unit  7  and control switches within the steering handle units  9  and  12 . Steering handle units  9  and  12  provide manual adjustment for steering control of the apparatus and manual adjustment for speed control of the apparatus. The locking mechanism units  8  and  11  which are connected to steering unit  7  and contain the on/off switch not (not shown), forward/reverse switch mechanism and power source availability read-out device not shown); left-hand speed control device and handle unit  9 ; and right-hand speed control device and handle unit  12  as shown in  FIG. 5 . The steering segment units  4 ,  5 ,  6 , and  7  may be mounted in any manner as is well-known in the prior art for carrying out a telescopic movement, for example, of steering segment unit  7  into steering segment unit  6 , and so on. The individual steering segment units may be pneumatically operated or controlled in any other manner. 
   The Main Frame Sub-system consists of the following: 1) main frame unit  13 ; 2) power source and control unit  3 ; and power drive wheel unit  15 . 
   The Propulsion/Power/Interface Sub-system as shown in  FIGS. 6A and 6B . 
   As seen in  FIG. 1  the User Seat Sub-system is mounted to the rearward region of the main frame unit  13  and mounted to the top portion of the power source and control unit  3 . The methods for interconnecting lower seat member or the seat unit  1  to the power source and control unit  3  is the support column unit  2 , the back support unit  16  is then connected to seat unit  1 , and the arm support unit  17  in like manner is attach to back support unit  16 . Instrumentality used to mount these structures may be well known in the art, for example, the components may be welded, bonded, fused, connected by a host of bolts/fasteners, or other forms of attachment. The User Seat Sub-system includes the following: 1) seat unit  1 ; 2) back support unit  16 ; 3) adjustment slot  19  for arm support unit  17 ; and 3) arm support units  17 . 
   Referring to  FIG. 2 , which shows the apparatus in a partial collapsed mode and shows the mounting of various seat assembly units. The instrumentality used to mount this structure may be well known in the art, for example, the components within the structure may be welded, bonded, fused, connected by a host of bolts/fasteners, or other forms of attachment. The view shows the back support unit  16  folded backwards; Seat unit  1  partially lowered into power source and control unit  3 ; Arm support unit  17  can be moved up and down the adjustment slot  19 ; Steering segment units  5 , 6  and  7  telescoped and nested into the steering wheel housing and steering segment unit  4  (not shown {see FIG.  1 }); Pull handle unit  18  partially extended; Partially retracted steering and control handle units  9  and  12  (not shown {see FIG.  1 }); and Front wheel unit  14  stored into steering wheel housing and steering segment unit  4  (not shown {see FIG.  1 }). As seen in  FIG. 1  the power drive rear wheel unit  15  is mounted to the rearward region of the main frame unit  13 . The instrumentality used to mount this structure may be well known in the art, for example, the components may be welded, bonded, fused, connected by a host of bolts/fasteners, or other forms of attachment. Motion producing method is accomplished in the apparatus by the Dower drive unit  15 . The power drive unit  15  produces the required motion of directional rotation and speed motion of the apparatus. Speed by control methods are by either electrical, electronic and/or mechanical in nature. The power drive unit  15  provides the necessary propulsion for the apparatus. 
     FIG. 3  shows the apparatus in the fully collapsed mode. The view shows the back support unit  16  completely folded; seat unit  1  completely lowered into power source and control unit  3  (not shown {see FIG.  1 }); steering column segment units  5 , 6  and  7  (not shown) fully nested into the steering wheel housing and steering segment unit  4  {see FIG.  1 }; fully retracted steering and control handle units  9  and  12  (not shown {see FIG.  1 }); pull handle unit  18  fully extended; Front wheel unit  14  stored into steering wheel housing and steering segment unit (see  FIG. 1 ); locking mechanism units  8  and  11  are fully retracted; and main frame unit  13  fully retracted and nested into power source and control unit  3  (not shown {see FIG.  1 }). As seen in  FIG. 1  the power drive rear wheel unit  15  is mounted to the rearward region of the main frame unit  13 . The instrumentality used to mount this structure may be well known in the art, for example, the components may be welded, bonded, fused, connected by a host of bolts/fasteners, or other forms of attachment. The power drive unit  15  provides the necessary propulsion means for the apparatus. 
   In  FIG. 4  is shown the external side view of the invention. The view shows the back support unit  16  in the upright configuration; seat unit  1  is fully extended by support column unit  2  which is connected to the power source and control unit  3 ; arm rest units  17  are fully extended; steering column segment units  5 , 6  and  7  are fully extended from the steering wheel housing and steering segment unit  4 ; pull handle unit  18  is fully retracted; steering and control handle unit  9  is fully deployed; locking mechanism unit  8  is fully deployed; drive wheel unit  15  is engaged; and front wheel unit  14  is fully extended from the steering wheel housing and main column unit  4 . 
     FIG. 5  shows the external top view of the invention. The view shows the back support unit  16  in the upright configuration. The Back Support Unit  16  is the back support member for the apparatus; Seat unit  1  is fully extended; Power source and control unit  3  is shown; Arm rest units  17  are fully extended. The Arm Rest Units  17  are the arm support members for the apparatus; Pull handle unit  18  is fully extended; Steering and control handle units  9  and  12  are fully deployed; Locking mechanism units  8  and  11  are fully deployed; and main frame unit  13  is shown fully extended. 
   In  FIG. 6A , which shows the block diagram for the power source of the invention. The master control unit for the power source is the microprocessor unit  100 , which controls the controller and status monitor unit  101  and H-bridge unit  106 . Controller and status monitor unit  101  sends and receives data and status reports from DC/DC converter unit  104 , charger unit  109 , Electrochemical “EC” capacitor unit  102 , regenerative braking unit  108 , and battery unit  103 . Charger unit  109  receives status from battery unit  103  and “EC” capacitor unit  102 . Its recharges battery unit  103  and “EC” capacitor unit  102  as required. The battery unit  103  is the primary power source and the “EC” capacitor unit  102  and is the secondary source of power. The “EC” capacitor has the unique ability of handling high power cycles without damage to the battery unit or other components within the power source. Compared to batteries, “EC” capacitors have lower energy density. However, they can be cycled tens of thousands of times and are not subject to deterioration when charged quickly or discharged rapidly like batteries. The addition of the “EC” capacitor within the power source greatly augments the utilization of the battery unit especially during high discharge rates because of the high power density of the “EC” capacitor (˜10 6  Watts/kilogram). So during high power demands the “EC” capacitor aids in supplying the power required instantly while the battery unit  103  and regenerative braking unit  108  recharge it. The controller and status monitor unit  101  monitors battery unit  103 , regenerative braking unit  108  and “EC” Capacitor unit  102 . Output of battery unit  103  and “EC” Capacitor Unit  102  are connected to DC/DC converter unit  104 . The controller and status monitor unit  101  measures the battery unit voltage, the battery unit&#39;s state-of-charge, the scooter&#39;s speed, the instantaneous currents in both the drive motors and “EC” capacitor unit, and the actual voltage of the “EC” capacitor unit. The microprocessor unit  100  manipulates all the variables and generates the Pulse Width Modulation (PWM) switching pattern for the H-bridge unit  106  to control the speed of the drive motors. When the scooter&#39;s operates at high speeds, the controller and status monitor unit  101  keeps the “EC” capacitor unit  102  discharged. If the scooter is not operating, the “EC” capacitor unit  102  remains charged at full voltage. During medium speeds the “EC” capacitor unit  102  is at medium voltage, to allow for future accelerations. The battery unit  103  voltage is an indication of the scooter&#39;s instantaneous situation. When the scooter is accelerating, the battery voltage goes down, which indicates that the controller and status monitor unit  101  must take energy from the “EC” capacitor unit  102 . In the opposite situation (regenerative braking), the battery voltage goes up, and the controller and status monitor unit  101  needs to activate the DC/DC converter unit  104  to store the kinetic energy of the scooter into the “EC” capacitor unit  102 . The battery unit  103  state-of-charge is used to change the voltage level of the “EC” capacitor unit  102  at predetermined levels. The battery unit  103  is fully charged, the voltage level of the “EC” capacitor unit  102  is kept at lower levels than when the battery is partially discharged. Power is sent from the DC/DC converter unit  104  to the snubber unit  105 , which is used to control the effects of the power source&#39;s reactance component. The output of the snubber unit  105  is connected to the H-bridge unit  106 . The H-bridge unit  106  is the simplest, reversible drive circuit. It consists of 4 switch devices as a means of completing a circuit to drive a motor (see  FIG. 6B ). The H-bridge unit  106  output provides power for the motor units  107 . The motor unit  107  consists of shunt motors which acts as generators during braking action. In addition there is a regenerative braking unit  108  to produce addition power for the power source. 
   In addition  FIG. 6B  shows a simple conceptual schematic of the H-bridge. The switch devices are labeled A, B, C and D. Since each of the switch devices can either be open or closed, there are 16 combinations of switch settings&gt; Many are not useful and some can short out the power source. There are 4 combinations that are useful and are shown in chart  1  below: 
   
     
       
             
             
             
             
           
         
             
                 
                 
             
             
                 
               Closed switches 
               Polarity 
               Effect 
             
             
                 
                 
             
           
           
             
                 
               A and D 
               Forward 
               Motor spins forward 
             
             
                 
               B and C 
               Reverse 
               Motor spins backward 
             
             
                 
               A and B 
               Brake 
               Motor acts as a brake 
             
             
                 
               None 
               Free 
               Motor spins freely 
             
             
                 
                 
             
           
        
       
     
   
     FIG. 7 , shows the side view of the erection/collapse mechanism for the steering/control column unit of the apparatus. Shown is the open loop pneumatic version (not shown is the closed loop hydraulic version). The erection/collapse mechanism for the steering/control column unit consists of the 1 st  cylinder unit  51 ; 1st reservoir tank unit  52 ; 2 nd  reservoir tank unit  50 ; transfer valve unit  81  controlling the flow of fluid between the 1 st  and 2 nd  reservoirs  52 ,  50 ; interior shoulder  55  of the 1 st  cylinder unit  51 ; a release valve unit  54  providing a gas path between the 1 st  cylinder unit  51  and 2nd reservoir tank unit  50 ; a gas transfer tubing unit  53  for 1 st  cylinder unit  51 ; gas bleed tubing unit  56  from the 1 st  cylinder unit  51  into a 2 nd  cylinder unit  58 ; skirt unit  57  of the 1 st  cylinder unit  51 ; an interior shoulder unit  62  of the 2 nd  cylinder unit  58 ; gas transfer tubing unit  60  for the 2 nd  cylinder unit  58 ; 3 rd  cylinder unit  64 ; bleed tubing unit  61  providing communication between the 2 nd  cylinder unit and the 3 rd  cylinder unit  64 ; skirt unit  63 ; interior shoulder unit  67  for the 3 rd  cylinder unit  64 ; 4 th  cylinder unit  69 ; gas transfer tubing unit  66  communicating between the 3 rd  cylinder unit  64  and 4 th  cylinder unit  69 ; skirt unit  68 ; control release valve unit  70 ; and attachment plate  71  which connects to locking mechanism units  8 / 11 . Gas from the 1 st  reservoir tank unit is released into 2 nd  reservoir tank unit  50  by activation of the transfer value unit  55  by either mechanical linkage or control signal(s). Gas from the 2 nd  reservoir tank unit is released into the 1 st  cylinder unit  51  by activation of the transfer value unit  54  by either mechanical linkage or control signal(s). Then this released gas enters the 1 st  cylinder unit  51  and at some point the pressure is great enough to raise 2 nd  cylinder unit  58  to a position where the 2 nd  cylinder unit  58  is stopped from further upward movement. Additional released gas will enter the 1 st  cylinder unit  51  and 2 nd  cylinder unit  58  and this is great enough it will raise 3rd cylinder unit  64  to a position where the 3rd cylinder unit  64  is stopped from further upward movement. When more released gas will enter the 1 st  cylinder unit  51 , 2 nd  cylinder unit  58  and 3 rd  cylinder unit  64  this is great enough it will raised 4 th  cylinder unit  69  to a position where the 4 th  cylinder unit  69  is stopped from further upward movement. Releasing the gas by activating control release value unit  70  can lower the total raised steering/control column unit of the apparatus. Refill valve unit  82  allows for replenishment gas for the 1 st  reservoir tank. 
   In  FIG. 8 , which shows the side view of the erection/collapse mechanism for the support column unit for the seat of the invention. Shown is the open loop pneumatic version (not shown is the closed loop hydraulic version). The erection/collapse mechanism for the erection/collapse mechanism unit consists of the 1 st  cylinder unit  73 ; 1 st  reservoir tank unit  59 ; transfer value unit  80 ; 2 nd  reservoir tank unit  65 ; interior shoulder of 1 st  cylinder unit  55 ; release value unit  74  to 1 st  cylinder unit from secondary reservoir tank unit  65 ; gas transfer tubing unit  75  for 1 st  cylinder unit  73 ; 1 st  cylinder unit  73  skirt unit  76 ; 2 nd  cylinder unit  77 ; connection plate to control unit  3 , interior shoulder of main cylinder unit  76 , control pin  78 , and attachment plate  79  which connects to seat unit  1 . Gas from the 1 st  reservoir tank unit  59  is released into 2 nd  reservoir tank unit  65  by activation of the transfer value unit  80  by either mechanical linkage or control signal(s). Gas from the 2 nd  reservoir tank unit  65  is released into 1 st  cylinder unit  73  by activation of the transfer value unit  74  by either mechanical linkage or control signal(s). Then this released gas enters the 1 st  cylinder unit  73  and at some point the pressure is great enough to raise 2 nd  cylinder unit  77  to a position where the 2 nd  cylinder unit  77  is stopped from further upward movement. Releasing the gas by activating control release value unit  78  can lower the total raised erection/collapse mechanism unit of the apparatus. Refill valve unit  83  allows for replenishment gas for the 1 st  reservoir tank. 
     FIG. 9A , shows the side view of the seat in the fully raised position. The view shows the back support unit  16  in its upright position; seat unit  1  {not shown is covered by protective cover unit  25 , roller guide unit  20  and roller unit  22 ; arm support unit  17 ; and moves up and down adjustment slot  19 . 
   Referring to  FIG. 9B , which shows the front view of the seat in the fully raised position. The view shows the back support unit  16  fully upright; seat unit  1 ; arm support units  17  fully extended; protective cover units  25   
   In  FIG. 9C , which shows the side view of the seat in the collapsed mode. The view shows the back support unit  16  folded into seat unit  1 ; protective cover unit  25 ; and roller unit  22  has moved along roller guide unit  20 . 
     FIG. 9D  shows the front view of the seat in a collapsed mode. The view shows the back support unit  16  folded backwards into seat unit  1 ; protective cover unit  25 ; and roller unit  23  has moved along roller guide unit  26 . 
   In  FIG. 10 , which shows the bottom view of the erection/collapse mechanism for the main frame unit  13  and control unit  3  of the invention. The erection/collapse mechanism for the main frame unit and control unit consists of the main frame unit  13 , control unit  3 ; lateral spring units  42  and  43  which are connected lever arm units  34  and  35 ; lateral spring units  44  and  45  which are connected lever arm units  32  and  33 ; counter spring unit  47  which is connected to connection plate  49  along with lever arm units  33  and  32  and anchored to connection pin unit  48 ; lever arms  32  and  35  are connected to pivot and roller pin assembly  36  which moves in roller pin slot  39 ; lever arms  33  and  34  are connected to pivot and roller pin assembly  37  which moves in roller pin slot  38  and connected to pivot pit unit  46 ; and main frame unit  13  and control unit  3  move back and forth in glide unit  30  by means of roller units  40  along with glide unit  31  by means of roller units  41 . Since the entire mechanism is in equilibrium only a very little force is required to erect or collapse the main frame unit  13  into the control unit  3 . 
   In describing the invention, reference has been made to a preferred embodiment and illustrative advantages of the invention. Those skilled in the art, however, and familiar with the instant disclosure of the subject invention, may recognize that numerous other modifications, variations, and adaptations may be made without departing from the scope of the invention. With these modifications, variations and adaptations can be applied to the various units/sub-systems within the apparatus.