Patent Publication Number: US-2001000394-A1

Title: Electric bicycle

Description:
1. This invention relates to an electric bicycle assembly which is simple in design configuration so as to achieve a cruising speed of 25+ mph and a range of 45+ miles while remaining highly efficient and cost effective.  
       2. This invention relates to an electric bicycle assembly having a lightweight, high performance DC electric motor and a tuned centrifugal slip clutch in combination therewith which results in a single stage gear reduction having improved efficiency over multi-stage gear reduction by reducing overall mechanical friction which wastes energy.  
       3. Still further, this invention relates to an electric bicycle assembly having a tuned centrifugal slip clutch which is tuned to lock up at approximately 50% of peak rpm so as to prevent the high efficiency motor from trying to start moving the bicycle at zero or low rpm with an immediate resultant high current drain of the battery.  
       4. This invention also relates to an electric bicycle assembly having a tuned centrifugal slip clutch which prevents a dramatic lurch forward by the bicycle when the start-run button is engaged.  
       5. Further, this invention relates to an electric bicycle assembly which utilizes a lightweight high performance DC electric motor having an 80% or better efficiency so as to improve performance and achieve an extended range.  
       6. This invention further relates to an electric bicycle assembly having a two-stage start run control circuitry which prevents high motor zero rpm in rush currents that can damage motor magnets and other components. The two-stage start run control circuitry prevents the high current rate drainage of the batteries so as to increase the operating range and efficiency of the electric bicycle.  
       7. This invention also relates to an electric bicycle assembly having embodiments which utilize three batteries to provide a 36-volt system as opposed to a lower voltage system. The higher voltage system permits the utilization of lighter motors, wiring and less expensive motor feed wiring and a higher voltage motor which provides the same horsepower while having a higher efficiency and less weight than a lower voltage motor.  
       8. This invention also relates to an electric bicycle assembly which does not use energy wasting rheostats and voltage dropping resistors and/or expensive solid state controllers to attempt to avoid a high current zero rpm start-up problem which can result in high current rate battery drain and also result in premature motor failure.  
       9. This invention also relates to an electric bicycle assembly wherein the driving power is applied directly into a standard multi-speed bicycle rear hub so that a wide range of gears becomes available in a simple, lightweight efficient package.  
       10. Another embodiment of this invention relates to a hybrid electric bicycle assembly which utilizes a standard bicycle pedal rear wheel drive which selectively coacts with a front wheel mounted electric motor and tuned centrifugal clutch drive assembly embodied in the present invention.  
       11. A still further embodiment of this invention relates to an electric bicycle assembly as described herein which is provided with an aerodynamic faring or an enclosed or semi-enclosed aerodynamic cab which can be covered with photovoltaic cells adapted to charge the batteries so as to enhance the battery charge thereby increasing the range of the bicycle before a full battery charge is required.  
       12. Yet another embodiment of this invention relates to an electric bicycle assembly which is selectively provided with a solar panel adapted to charge the batteries thereby recharging the batteries without a readily available electric source.  
       13. A still further embodiment of this invention relates to an electric bicycle assembly which is selectively provided with a battery charger assembly which can be plugged into a 110 volt outlet so as to recharge the batteries while the electric bicycle is not in use.  
       14. Another embodiment of this invention relates to a tricycle assembly which utilizes one or more of the foregoing embodiments in providing a front or rear wheel drive tricycle assembly.  
       15. Yet another embodiment of this invention relates to a four-wheel electric vehicle which utilizes one or more of the foregoing embodiments to provide a front or rear wheel drive assembly.  
       16. Another embodiment of this invention relates to an electric bicycle assembly which utilizes a variable ratio V-belt drive assembly having a centrifugal clutch capability so as to engage and disengage at a predetermined RPM.  
       17. Another embodiment of this invention relates to an electric bicycle assembly which utilizes a front wheel mounted regenerating wheel rotor assembly which is adapted to recharge the batteries as needed while braking when the electric bicycle is in motion.  
       18. Another embodiment of this invention relates to an electric bicycle assembly which utilizes a mechanically actuated multi-stage power control switch so as to selectively provide a start circuit and two or more power control levels in the operational use thereof.  
       19. None of the electric bicycle assemblies of the prior known art teach the unique configuration of the present invention which utilizes electric bicycle or tricycle assembly components as described herein to provide improved speeds and extended range.  
       20. Other objects and advantages found in the construction of the invention will be apparent from a consideration in connection with the appended claims and the accompanying drawings.  
     
    
    
     IN THE DRAWINGS  
     21.FIG. 1 is a schematic perspective view showing the right side of the electric bicycle.  
     22.FIG. 2 is a schematic left side view of the electric bicycle.  
     23.FIG. 3 is a schematic front view of the electric bicycle.  
     24.FIG. 4 is a schematic top view of the electric bicycle.  
     25.FIG. 4A is a sectional view taken on line  4 A— 4 A of FIG. 4 showing the centrifugal slip clutch assembly.  
     26.FIG. 5 is a circuit diagram showing the two-stage start-run control system, including an optional 110 volt battery charger and solar panel battery charger.  
     27.FIG. 6 is a partial schematic sectional view of the electric motor and the centrifugal slip clutch assembly.  
     28.FIG. 7 is a sectional view taken on line  7 — 7  of FIG. 6.  
     29.FIG. 8 is a schematic right side perspective view of another embodiment of the electric bicycle which is a hybrid having a front wheel electric drive and a standard bicycle multi-speed pedal rear drive.  
     30.FIG. 9 is a schematic left side view of the hybrid electric bicycle shown in FIG. 8.  
     31.FIG. 10 is a schematic front view of the hybrid electric bicycle shown in FIG. 8.  
     32.FIG. 11 is a schematic top view of the hybrid electric bicycle shown in FIG. 8.  
     33.FIG. 12 is a schematic partial right side view of the variable ratio V-belt drive assembly embodiment shown in its zero rpm position.  
     34.FIG. 12A is a schematic top view of the variable ratio V-belt drive assembly shown in FIG. 12.  
     35.FIG. 13 is a schematic partial right side view of the variable ratio V-belt drive assembly embodiment shown in its full rpm position.  
     36.FIG. 14 is a schematic partial cross-sectional view of the variable ratio V-belt drive or assembly embodiment taken on line  14 — 14  of FIG. 12.  
     37.FIG. 15 is a schematic partial cross-sectional view of the variable ratio V-belt drive or assembly embodiment taken on line  15 — 15  of FIG. 13.  
     38.FIG. 16 is a schematic partial cross-sectional view of the variable ratio V-belt drive assembly embodiment taken on line  16 — 16  of FIG. 12.  
     39.FIG. 16A is a schematic partial cross-sectional view of the variable ratio V-belt drive assembly taken on line  16 A— 16 A of FIG. 16.  
     40.FIG. 16B is a schematic elevational view of the inside surface of the clutch cover for the variable ratio V-belt drive assembly as shown in FIGS. 12 and 13 and FIGS. 16 and 17.  
     41.FIG. 17 is a schematic partial cross-sectional view of the variable ratio V-belt drive assembly embodiment taken on line  17 — 17  of FIG. 13.  
     42.FIG. 17A is a schematic partial cross-sectional view of the variable ratio V-belt drive assembly taken on line  17 A— 17 A of FIG. 17.  
     43.FIG. 18 is a schematic side view of another embodiment of the electric bicycle showing the use of three 12-volt batteries.  
     44.FIG. 19 is a schematic side view of yet another embodiment of the hybrid electric bicycle showing the use of the three 12-volt batteries.  
     45.FIG. 20 is a schematic side view of yet another embodiment of the electric bicycle showing the use of a regenerating wheel assembly having a rotor with permanent magnets coacting with brake caliper mounted generating coils.  
     46.FIG. 21 is a schematic front view of the regenerating wheel assembly shown in FIG. 20.  
     47.FIG. 22 is a schematic partial sectional view taken on line  22 — 22  of FIG. 20.  
     48.FIG. 23 is a circuit diagram of the three battery embodiment of the electric bicycle provided with a 110 volt battery charger, regenerating wheel assembly and solar charger panels.  
     49.FIG. 24 is a schematic side view of the aerodynamic fairing assembly which is selectively positioned on the front wheel and steering assembly of the electric bicycle.  
     50.FIG. 25 is a schematic front view of the aerodynamic fairing assembly shown in FIG. 24.  
     51.FIG. 26 is a schematic top view of the aerodynamic fairing assembly shown in FIG. 24.  
     52.FIG. 27 is a schematic front view of the electric bicycle with the aerodynamic fairing assembly mounted thereon.  
     53.FIG. 28 is a partial schematic side view of the electric bicycle with the aerodynamic fairing assembly mounted thereon.  
     54.FIG. 29 is a partial schematic top view of the electric bicycle with the aerodynamic fairing assembly mounted thereon.  
     55.FIG. 30 is a partial schematic side view of the electric bicycle steering assembly with the aerodynamic fairing assembly attached thereto.  
     56.FIG. 31 is a partial schematic sectional view taken on line  31 — 31  of FIG. 27.  
     57.FIG. 32 is a partial schematic view showing an alternate structure for attaching the flexible plastic aerodynamic sheet to the support member of the aerodynamic fairing assembly.  
     58.FIG. 33 is a schematic circuit diagram showing a mechanically actuated multi-stage power control switch utilized in another embodiment of the electric bicycle invention.  
    
    
     DESCRIPTION  
     59. An embodiment of the electric bicycle  20  is shown in the right side schematic perspective view of FIG. 1. The electric bicycle  20  is comprised of frame  21  having a front wheel  22  mounted in a fork assembly  23  which is stearable by a handle bar assembly  24 .  
     60. A rear wheel  25  is mounted at the rear of the frame  21  and is provided with a drive sprocket  26  operatively connected to the multi-speed drive hub  27  of the rear wheel  25 .  
     61. The drive sprocket  26  is driven by a drive chain  28  which is in operative engagement with a high performance DC electric motor  29  in combination with a selectively tuned centrifugal slip clutch assembly  30 . The overall operation of the DC electric motor  29  and the selectively tuned centrifugal clutch  30  will be discussed hereafter in greater detail as shown in FIGS. 4, 4A,  6  and  7 .  
     62. A battery support cage  31  is suspended from the frame  21  so as to support the batteries  32  and  33  respectively which selectively power the DC motor  29 . As will be hereinafter discussed, other embodiments of the electric bicycle invention utilize three batteries so as to achieve greater range and versatility. It is within the scope of this invention to utilize a single battery to power the DC motor  29 .  
     63. It should also be noted that a ½ hp electric bicycle with two 33 amp hour gel cell lead acid batteries will store approximately 900 watts of electrical power which costs approximately 7 cents at 8 cents per KWH. The 7 cents of power will propel the bike 35+ miles at 21 mph. One cent (1¢) of electricity will power the bicycle for 5+ miles on average. Each mile will consume 23 watts of electricity at 21 mph.  
     64. Further, the ¾ hp bicycle with three 33 amp hour gel cell lead acid batteries will store approximately 1300+ watts of electrical power which costs approximately 11 cents at 8 cents per KWH and will propel the bike 45+ miles at 25+ mph. One cent of electrical power will propel the bicycle approximately 4−1/ 2+ miles. On average, each mile consumes 27 watts of electrical power per mile at 25+ mph.  
     65. By use of an aerodynamic fairing, an advantage of +4 watts per mile is achieved.  
     66. As further shown in FIGS. 1 through 4, the electric bicycle  20  is provided with a front wheel hand brake assembly  34  in selective operating engagement with the front wheel rim  35 . The front wheel hand brake assembly  34  is selectively actuated by the hand brake lever  36  provided on the handle bar  24 . The front wheel hand brake lever  36  is connected to the front wheel hand brake assembly  34  by actuating cable  37  which is only partially shown.  
     67. A rear brake assembly  38  is provided in selective operating engagement with the rear wheel rim  25   a.  The rear brake assembly  38  is selectively actuated by the rear wheel brake lever  39  acting through the actuating cable  39   a.    
     68. Although the present invention utilizes traditional hand actuated mechanical brake systems which act upon the wheel rims, it is within the scope of this invention to utilize any type of motorcycle, moped or bicycle braking systems that are well known in the prior art. Further, while the braking system used in the instant invention includes a hand brake lever mechanical cable operated brake system, it is also within the scope of this invention to utilize hand or foot actuated hydraulic, mechanic or electrical powered braking systems in connection therewith which are well known in the prior art.  
     69. A multi-speed shift lever  40  is also provided on the handle bar  24  which selectively acts through cable  41  to selectively actuate the rear wheel multi-speed drive hub  27 .  
     70. An adjustable seat  42  is also provided on the frame  21  of the electric bicycle  20 . Further, handle grips  43  and foot rests  44  are provided on the electric bicycle  20 .  
     71. An electrical control box  45  is provided on electric bicycle  20  on a support bar  31   a  directly above the batteries  32  and  33 .  
     72. As shown schematically in FIG. 2 and in the circuit diagram of FIG. 5, a two-stage start-run control system is provided to selectively actuate the DC motor  29  to achieve optimum operating efficiency by avoiding excessive battery drain and also to prevent premature motor failure due to excessive wear or stress on the motor.  
     73. The electrical components contained in the control box  45  and shown in the circuit diagram consist of an inductive coil  46 , a time delay relay  47 , a first solenoid  48  and a second solenoid  49 . However, it should be noted that the two-stage start-run control system could operate satisfactorily without the use of the inductive coil  46  in some applications, but it could be used as an option to further limit the initial current spike at the first stage.  
     74. In addition, as shown in FIG. 5, an optional battery charger  50  having a 110 volt connector cable  50   a  and an optional solar panel charger  51  can be provided as desired.  
     75. As further shown in FIG. 5, the unique two-stage start-run control circuitry embodied in this invention prevents high motor zero rpm in rush currents that can damage motor magnets and other wiring components.  
     76. The two-stage start-run control circuitry also prevents the immediate start-up high current drainage of the batteries which dramatically reduces operating range and efficiency.  
     77. The stage one start control begins the moment the start-run button  52  on the handle bar is depressed. When the start-run button is depressed, the time delay relay  47  is closed (energized) so as to close the first solenoid  48  so as to deliver 24 volts to the 36 volt motor  29  through a current limiting inductive coil  46 . This further minimizes the zero rpm inrush current.  
     78. The stage one start-up automatically turns off via the time delay relay  47  which disengages the first solenoid  48  at approximately one-half second after the start-run button  52  is depressed. This enables the motor time to start and run up under 24 volt lower current conditions.  
     79. Thereafter, within 0.1 second after the first solenoid  48  disengages, the second stage start-run control permits the second solenoid  49  to engage so as to supply the full 36 volts to the motor  29  which has been pre-reved by the first stage, thus preventing any excessive energy loss or damage to the motor  29 .  
     80. The foregoing discussion relates to the use of three 12-volt batteries. When only two 12-volt batteries are used, the first solenoid  48  is actuated to deliver only 12 volts to the motor through the current limiting inductive coil  46 . The second stage then delivers the full 24 volts to the motor.  
     81. As shown more specifically in FIGS. 4A, 6 and  7 , the high performance DC electric motor  29  is operatively connected to the selectively tuned centrifugal slip clutch assembly  30  which acts to control the motor load so as to prevent low rpm excessive high motor currents that can damage the DC motor  29  and rapidly discharge the batteries causing a poor efficiency result.  
     82. The standard practice in the prior art devices is to provide rpm control on DC motors by using voltage dropping resistors, rheostats or variable frequency controllers. Such devices are heavy, inefficient or too expensive for use in connection with electric bicycles.  
     83. Heretofor, it has not been obvious to anyone skilled in the electric bicycle prior art to use an inexpensive and efficient tuned centrifugal clutch to manage the DC electric motor rpm, current and power output.  
     84. As shown in FIGS. 4A, 6 and  7 , the motor drive shaft  29   a  is provided with a sleeve  29   b  mounted thereon. The sleeve  29   b  is rotatable with the motor drive shaft  29   a  by virtue of a key member  29   c.  The sleeve  29   b  is retained in its position by use of a nut  29   d  and a washer  29   e.    
     85. The outer clutch shell housing  30   a  is concentrically freely mounted on the sleeve  29   b  and is not rotatable therewith when the motor  29  is accuated at the outset. The outer clutch shell housing  30   a  is in fixed operative engagement with the drive chain assembly  28  so as to selectively drive the wheel connected thereto.  
     86. The outer clutch shell housing  30   a  is restricted from lateral movement along the sleeve  29   b  by use of a lock ring  30   b  mounted on the sleeve  29   b  adjacent to the outer clutch shell housing  30   a.    
     87. An internal circular housing assembly  53  is comprised of an angular circular member  53   b  which is concentric to the outer clutch shell  30   a.  The angular circular member  53   b  is fixedly attached along its horizontal surface  53   c  to the outer surface of sleeve  29   b  so as to be rotatable therewith.  
     88. A circular member  53   d  is provided in mating free engagement with the angular circular member  53   b  so as to define a U-shaped portion  53   e.  The circular member  53   d  is maintained in its mating engagement with the angular circular member  53   b  by use of a lock ring  53   f.    
     89. Thus positioned, the internal circular housing assembly  53  can be selectively removed for adjustment purposes as will hereinafter be described.  
     90. The U-shaped portion  53   e  of the internal circular housing assembly  53  is adapted to freely receive a plurality of curved weights  53   g  as shown in FIGS. 6 and 7. The weights  53   g  are freely separated by weight retainer members  53   h.  The weights  53   g  are provided with spring retainer slots  53   i.    
     91. As more specifically shown in the cross-sectional view of FIG. 7, a tension spring  53   j  is provided in the spring retainer slots  53   i  so as to retain the weights  53   g  in their rest position within the U-shaped portion  53   e  away from the inner surface of the outer clutch shell housing  30   a.  The tension spring  53   j  can be selectively “tuned” by varying the tension of the spring  53   j  as desired.  
     92. At rest, the co-acting weights  53   g,  the weight retainers  53   h  and the tension spring  53   j  are positioned away from the internal surface of the clutch shell housing  30   a.  This angular circular member  53   b  is fixedly mounted on the sleeve  29   b  which is keyed to the motor shaft  29   a  and is adapted to start to spin when the motor  29  is actuated by the start-run button  52 .  
     93. The spinning action exerts a centrifugal force upon the spinning weights  53   g.  As the centrifugal force overcomes the tuned tension of the tension spring  53   j,  the weights  53   g  begin to move outwardly so as to operationally engage the internal surface of the clutch shell  30   a.  This locking engagement occurs at approximately 7 mph in first gear so as to create a direct drive between the motor  29  and the drive chain  28 .  
     94. When the start-run button  52  is released, the motor slows down and stops. The centrifugal force stops and the weights  53   g  disengage from the outer clutch shell  53  under the effect of the tuned spring  53   j  so that the motor  29  is no longer driving the bicycle. The bicycle  20  then begins to freely coast in the usual manner.  
     95. In the preferred embodiment, the tuned centrifugal slip clutch assembly  30  must be tuned to lockup at approximately 50 percent of peak rpm. This will prevent the high efficiency motor from trying to start moving the electric bicycle at low rpm which would cause the normal current load of 18 amps at 1800 rpm to reach destructively high current values during acceleration from 0 to approximately 7 mph. This situation of very high current load would rapidly drain a battery. This is one of the key obstacles that must be overcome in the design of an efficient electric bicycle.  
     96. As previously stated, those who are skilled in the prior art of electric bicycles have heretofore used energy wasting rheostats or voltage dropping resistors with resultant low operating range. It should be noted that the high current start up problem may cause premature motor failure as well as unsafe operation of the electric bicycle. The use of the centrifugal clutch  30  also prevents the dramatic lurch forward when the start-run button is engaged.  
     97. It should be noted that other types of clutches can be used so long as they have the capability of controlling the motor load so as to prevent low rpm excessive high motor currents that can damage the motor and rapidly discharge the batteries, thereby causing a poor efficiency result.  
     98. As shown in FIGS. 8 through 11, another embodiment of this invention is shown which is a hybrid electric-pedal bicycle  54  which utilizes an electric front wheel drive assembly  55  and a standard foot pedal rear wheel drive assembly  56 .  
     99. The front wheel drive assembly  55  is powered by an 80% plus efficiency electric motor  57  which is operably connected to a tuned centrifugal clutch assembly  30  as previously described herein. A front wheel multi-gear transmission assembly  58  is provided in the hub of the front wheel  22 . The front wheel multi-gear assembly  58  is selectively actuated by a front wheel gear shift lever  59  provided on the handle bar  24 . The gear shift lever  59  is operably connected to the multi-gear assembly  58  by cable  60  partially shown.  
     100. The foot pedal rear wheel drive assembly  56  is a standard manually operated sprocket driven rear wheel so as to enable the operator to operate the bicycle when desired. It is within the scope of the invention to provide a battery charging capability when desired.  
     101. As shown in FIGS. 12 through 17, another embodiment of this invention utilizes a variable ratio V-belt drive assembly  61  having a centrifugal clutch capability so as to engage at a predetermined RPM.  
     102. The advantage of this variable ratio V-belt drive assembly is that it manages itself (no shifting of gears). This drive assembly changes the drive ratio (relationship of motor RPM to drive wheel RPM) as a result of increase in motor RPM.  
     103. As shown in the right-side schematic view of the variable ratio V-belt drive assembly  61  shown in FIG. 12, the rear-driven pulley assembly  62 , the forward driving pulley assembly  63  and the V-belt  64  in operative engagement therewith are positioned in their zero RPM stationary position.  
     104. As shown in the right side schematic view of FIG. 13, the rear driven pulley assembly  62 , the forward driving pulley assembly  63  and the V-belt  64  in operative engagement therewith are positioned in their full RPM position.  
     105. As shown in the schematic top view of FIG. 12A, the variable ratio V-belt-drive assembly  61  is shown in its operative use position with the drive motor  65 , the forward driving pulley assembly  63 , and the rear driven wheel pulley assembly  62 . The schematic top view of FIG. 12A shows the zero RPM position as shown in FIG. 12.  
     106. As shown in the schematic cross-sectional view of FIG. 14 which is taken on line  14 — 14  of FIG. 12, the rear wheel driven pulley assembly  62  is shown in its closed zero RPM position with the drive-belt  64  located at outer circumferential perimeter of the closed pulley assembly  62 .  
     107. As shown in FIG. 15, the rear wheel driven pulley assembly  62  and rear wheel hub  67  are rotatably mounted on the fixed rear wheel support axle  68 . The rear wheel driven pulley assembly  62  is supported on the fixed rear wheel axle  68  by roller bearings  69 . The fixed rear wheel support axle  68  also supports the bicycle frame rear wheel engaging struts  70 .  
     108. Retainer jam nuts  71  are provided at each end of the rear wheel support axle  68 .  
     109. The pulley assembly  62  is comprised of an inner pulley wall half  72  which is fixedly attached by welding  73  to the rear wheel hub  67  so as to be selectively rotatable therewith so as to selectively drive the rear wheel assembly  66  when the motor  65  is actuated.  
     110. The rear driven pulley assembly  62  has a movable outer pulley wall half  74  which is selectively movable toward and away from the inner pulley wall half  72  in response to selective movement of the V-belt  64 . The movable pulley wall half  74  is slidably mounted on a plurality of spring retainer bolts  75  which freely pass through openings  75   a  provided in the movable pulley wall half  74  so as to threadably engage the inner pulley wall half  72  so as to be rotatable therewith. The hexagonal head spring retainer bolts  75  are provided with tension springs  76  which act upon the back of the movable outer pulley wall half  74  so as to move it to its normal closed rest position when the V-belt returns to its zero RPM rest position as shown in FIG. 14.  
     111. As shown in FIG. 15, as the RPM of the V-belt  64  increases, the V-belt  64  is pulled inward so as to cause the outer movable pulley wall half  74  to move away from the stationary inner pulley wall  72  to its full RPM position thereby compressing the tension springs  76 . It should be noted that there are four equally spaced-apart spring retainer bolts  75  provided on the movable outer pulley half  74  as shown in FIG. 12. However, it is considered to be within the scope of the invention that any desired equally spaced-apart bolts  75  be utilized as required.  
     112. As shown in the schematic cross-sectional view of FIG. 16 taken on line  16 — 16  of FIG. 12, the forward driving pulley  63  is shown in its open zero RPM position in operative use position on the motor shaft  65   a  of the drive motor  65 .  
     113. The inner driving pulley wall half  77  is fixedly attached to the motor shaft  65   a  by a shaft key member  78  and retainer screws  79  so as to be rotatable therewith but not laterally movable with respect thereto.  
     114. As shown in FIG. 16, an outer driving pulley wall half  81  is keyed to the motor shaft  65   a  so as to be rotatable therewith. In addition, the outer driving pulley wall half  81  is selectively laterally movable toward and away from the fixed inner driving pulley wall half  77  in response to changes in RPM of the motor  65 .  
     115. A clutch cover  80  is fixedly attached to the motor shaft  65   a  by use of retainer screws  79  and also by the shaft key member  78  so as to be rotatable therewith but not laterally movable with respect thereto. The outer pulley half  81  is provided with a circumferential flange  81   a  which freely overlaps the outer perimeter of the clutch cover  80  when the outer pulley half  81  is in its 0 rpm position as shown in FIG. 16.  
     116. The lateral movement of the outer driving pulley wall half  81  is controlled by a system of cylindrical clutch weights  82  which are movably retained within coacting weight slots  80   a  and  81   b  provided in the inside surface of the clutch cover  80  and the outer surface of the movable driving pulley wall half  81 , respectively. The coacting weight slots  80   a  and  81   b  are in spaced-apart register so as to define a channel  81   c  within which the cylindrical weights  82  move outwardly in response to centrifugal force created by changes in RPM after the motor  65  is started.  
     117. As shown in the partial schematic view of FIG. 16A taken on line  16 A— 16 A of FIG. 16, the cylindrical weights  82  are shown in their 0 rpm rest position within their respective slots  80   a  and  81   b  provided in the clutch cover  80  and the movable pulley half  81 , respectively.  
     118. As shown in the partial schematic view of FIG. 17A taken on line  17 A— 17 A of FIG. 17, the cylindrical weights  82  are shown in their full rpm position within their respective slots  80   a  and  81   b  provided in the clutch cover  80  and the movable pulley  81 , respectively.  
     119. The schematic rear elevational view of FIG. 16B shows the cylindrical weights  82  in their respective slots  80   a  at their 0 rpm rest position.  
     120. As previously stated, the forward driving pulley  63  is shown in its open zero RPM operative use position in FIG. 16. In the open zero RPM position shown in FIG. 16, the V-belt  64  is shown in the innermost position in the open forward driving pulley  63  proximate to the motor drive shaft  65   a.  The centrifugal clutch weights  82  remain at rest at the innermost of their respective channels  80   a  and  81   b  proximate to the motor drive shaft  65   a,  as shown in FIG. 16.  
     121. After the motor  65  is started, the driving pulley assembly  63  begins to rotate because it is rotatably attached to the motor shaft  65   a.  As the motor RPMs increase, the resultant centrifugal force causes the centrifugal clutch weights  82  to move outwardly through channel  81   c  defined by their respective slots  80   a  and  81   b,  thus exerting force upon the movable driving pulley wall half  81  so as to cause it to move away from the fixed clutch cover  80  laterally toward the fixed inner driving pulley wall half  77 .  
     122. As shown in FIG. 17, the movable driving pulley wall half  81  closes toward the fixed pulley wall half  77  in response to the force exerted by the outwardly moving weights  82 . The V-belt  64  is thus squeezed between the movable driving pulley wall  81  and the fixed driving pulley wall half  77  so as to move outwardly to the outer circumferential edge of the driving pulley  63  as further shown in FIG. 17.  
     123. The net effect of the movement of the V-belt  64  to the outer circumferential edge of the driving pulley  63  is to cause the V-belt  64  to move inward in relation to the rear-driven pulley  62 . Thus, the outward movement of the V-belt  64  within the driving pulley  63  forces the V-belt  64  toward the center of the driven pulley  62  so as to compress the tension springs  76 .  
     124. As the motor RPM increases to approximately 50% of full RPM, the pulley halves  81  and  77  begin to grip the V-belt  64  and start the electric bike moving forward. Before the V-belt  64  can move inward between the rear pulley halves  74  and  72  as shown in FIG. 15, the centrifugal force pushing the driving pulley halves  77  and  81  together must be greater than the resistance of the rear-driven pulley tension springs  76  so as to change the front to rear pulley drive ratio.  
     125. The tension of the rear pulley springs  76  are tuned to the clutch weights  82  so as to start clutch engagement at 50% of full RPM. As the motor RPM exceeds 70% of full RPM, the drive ratio begins to change and at 90% of full RPM the drive ratio is at its top speed ratio. The full RPM position of the driving pulley  63  is shown in FIG. 17.  
     126. The advantage of the variable ratio V-belt drive system with tuned centrifugal clutch as shown and described herein is that it manages itself (no shifting of gears). This drive system changes the drive ratio (relationship of motor RPM to drive wheel RPM) as a result of increase in motor RPM.  
     127. Another embodiment of this invention is shown in FIGS. 18, 19, and in the schematic circuit diagram of FIG. 23.  
     128. As specifically shown in FIG. 18, the rear wheel powered electric bicycle  20  is provided with three batteries  32 ,  33  and  33   a  respectively, instead of two batteries as shown and described in FIG. 2. As specifically shown in FIG. 19, the front wheel powered electric bicycle  54  is also provided with three batteries,  32 ,  33  and  33   a.    
     129. It is obvious that the use of three batteries substantially increases the operating range of the electric bicycles. In addition, the use of three batteries enables the use of a more powerful motor because the use of three batteries provides 50% more battery capacity.  
     130. Another embodiment of this invention is a regenerating wheel rotor assembly  83  which is selectively mounted on the front wheel  22 . The regenerating wheel rotor assembly  83  is adapted to recharge the batteries while braking, as needed, while the electric bicycle is in motion.  
     131. As shown in the left side schematic view of FIG. 20, the regenerating wheel rotor assembly  83  includes a rotor  84  which is fixedly attached to the wheel  22  so as to rotate therewith. The rotor  84  is provided with a series of spaced-apart permanent magnets  85  permanently mounted along the outer perimeter thereof. A U-shaped arcuate generating coil holder  86  is selectively mounted on the bicycle wheel yoke strut member  87  so as to selectively position the coil bolder  86  in a bracketing free operative engagement with the outer peripheral edge of the rotor  84 . The arcuate generating coil holder  86  is provided with a series of fixedly positioned spaced-apart generating coils  88  on each leg of the U-shaped holder  86 . The fixed generating coils  88  are in selective spaced-apart operative register with the fixed permanent magnets  85  provided around the outer peripheral edge of the rotor  84 .  
     132. As the rotor  84  rotates with the wheel, the outer peripheral edge portion thereof passes through the U-shaped arcuate generating coil holder  86  so that the magnets  85  pass between the generating electrical coils  88  so as to induce a voltage and current into the generating coils  88 .  
     133. The front schematic view of FIG. 21 further shows the interrelationship of the various components of the regenerating wheel rotor assembly  83  shown in FIG. 20.  
     134. As further shown in FIG. 20 and in the cross-sectional schematic view of FIG. 22 taken on line  22 — 22  of FIG. 20, an electrical cable assembly  88   a  collects and carries the induced voltage and current to the hand brake actuated switches  89  provided on the handle bar  24 . This further is shown in circuit diagram of FIG. 23. By use of switches  89  incorporated into the hand brake levers, the voltage and current from the generating coils is incorporated into the battery circuit as shown in FIG. 23 so as to selectively recharge the batteries while the bicycle is braking.  
     135. As shown in the schematic side view of FIG. 24, a semi-flexible aerodynamic fairing assembly  90  is provided for selective mounting on the electric bicycle. The aerodynamic fairing  90  is comprised of a flexible semi-rigid plastic or plexiglas sheet  91  which is mounted on support frame assembly  92 .  
     136. As shown in the schematic front view of FIG. 25, the aerodynamic fairing surface  91  is fixedly mounted on the support frame assembly  92 . The support frame  92  is comprised of lightweight horizontal support struts  93  and  94 , respectively, which fixedly engage the diagonal support members that engage the plastic fairing surface. The diagonally oriented support struts  95  and  96  are adapted to supportably engage and maintain the fairing surface  91  in its curved aerodynamic fairing position.  
     137. As shown in the schematic top view of FIG. 26, the flexible semi-rigid plastic sheet  91  is wrapped around the support frame assembly  92 . The semi-rigid flexible sheet  91  is fixedly maintained in its wrap-around position by being secured to the support members  95  and  96 , respectively as shown.  
     138. As shown in the schematic front view of FIG. 27, the aerodynamic fairing assembly  90  is shown in its operative use position mounted on the electric bicycle.  
     139. As shown in the schematic partial side view of FIG. 28, the aerodynamic fairing assembly  90  is shown in its operative use position on the electric bicycle.  
     140. As shown in the schematic partial top view of FIG. 29, the aerodynamic fairing assembly  90  is mounted on the electric bicycle. The horizontally oriented lower support strut  94  is positioned so as to rest upon the upper portion of the fork assembly  97 .  
     141. As shown in the schematic partial side view of FIG. 30, the steering post assembly  98  is provided with an upwardly and forwardly extending goose-neck extension  99  which is adapted to engage the handle bar  24 . A rearwardly extending support plate  100  is fixedly mounted on the horizontal top of the steering post  98  so as to supportably fixedly engage the upper fairing support strut  93  of the aerodynamic support frame  92  therebelow.  
     142. As shown in the partial schematic cross-sectional view of FIG. 31, the flexible plastic surface  91  is fixedly attached to the support members  95  and  96 , respectively, by use of nut and bolt members  101  and  102 . FIG. 32 shows an alternate means of attachment by use of a selected adhesive material  103 .  
     143. Another embodiment of the electric bicycle assembly includes a mechanically actuated multi-stage power control switch assembly so as to selectively provide a start circuit and two or more power control levels as desired. This mechanically actuated power control switch assembly is shown in FIG. 33 which is significantly different than the electronically controlled circuit shown in FIG. 23.  
     144. As will be hereinafter described, the mechanically actuated power control switch assembly  105  in its single power control embodiment replaces two solenoids and a one-time delay relay with resultant savings in manufacturing costs due to the use of a simpler structure.  
     145. Further, in its various multi-stage control switch embodiments, additional costs are avoided with an enhanced versatility in use.  
     146. Thus, this simplicity results in added savings in the manufacture of such mechanical control systems.  
     147. Further, additional savings are achieved in its operational use which are brought about by less battery drain in the operation of the mechanical control systems as opposed to the previously described electronic circuit control systems which involve solenoids and time delay relays.  
     148. Thus the use of the mechanical switch assembly provides a more versatile multiple-stage power level control or multiple-voltage selection control system at a lower cost in manufacture and greater range through less drain on the batteries.  
     149. More specifically, the schematic diagram of FIG. 33 shows the mechanically actuated, multi-stage power control switch assembly  105 . The 12-volt batteries  106 ,  107  and  108  are operationally connected to the drive motor  109 .  
     150. The multi-stage power control switch assembly  105  is comprised of a control closure contact support member  110  which is spring loaded by the spring  111 . The contact support member  110  is actuated by a throttle control actuating cable  112  so as to selectively move the closure contact member  113  into operational engagement with each circuit beginning with the start circuit  114  in response to actuation of the throttle (not shown) and the throttle control cable  112  attached. The start circuit  114  may be selectively provided with an induction coil  115 , if needed. After the bicycle has started, the throttle is actuated to move the closure contact member  113  upwardly into closure with the low power circuit  116 . As the bicycle increases its speed, the throttle can be actuated so as to move the closure contact member  113  into closure with the high power circuit  117  as desired. As shown, the 30-volt power level is achieved through use of a center tap  118  on battery  108 . Great versatility in power levels can be achieved by providing additional battery taps  119  and  120 , respectively, as desired.  
     151. It is understood that the configuration of the closure contact member  113  can be changed as desired to achieve a more efficient shape so as to facilitate the manufacture and assembly of the overall control switch assembly  105 .  
     152. It is also within the scope of this invention that the multi-speed rear wheel hub assembly also be configured to constitute a coaster multi-speed rear hub drive or a direct geared rear hub drive.  
     153. The advantage of having a coaster multi-speed rear hub drive is that when the start-run button is released, the bike continues to coast for extended distances while consuming no power or making no sound.  
     154. The advantage of having a direct geared rear hub is that when the start run button is released, the gear chain and clutch drive assembly continues to turn and the motor continues to spin and can be used to generate electricity back into the batteries. It is within the scope of the invention to design the hub to have the capability of selectively choosing the coaster or solid gear feature.  
     155. In addition, the use of the jell cell batteries increases the power storage capacity by 15 to 20 percent over conventional lead acid batteries thereby extending range by similar amounts.  
     156. Further, it would be possible to use nickel-cadmium batteries. Nickel cadmium batteries carry approximately twice the electrical storage capacity per pound than the storage capacity of lead acid batteries thereby producing approximately twice the operating range of the vehicle.  
     157. Further, presently there are several other types of batteries in development that would produce as much as four times the power per pound as conventional lead acid batteries thereby creating an operating range as much as four times that of lead acid. It is within the scope of this invention to use such batteries as they are developed.  
     158. In summary, the electric bicycle assembly is provided with a bicycle frame having a front wheel and a rear wheel rotatably mounted thereon. A steering assembly is provided on the frame in operative engagement with the front wheel.  
     159. A standard multi-speed rear wheel hub assembly is provided in association with the rear wheel.  
     160. A tuned centrifugal slip clutch is provided in operative engagement with the rear wheel hub assembly.  
     161. A lightweight, high performance DC electric drive motor is provided on the frame in operative engagement with the tuned centrifugal slip clutch so as to selectively drive the rear wheel.  
     162. A DC battery assembly is provided on the frame in operative engagement with the DC electric drive motor so as to power the electric bicycle assembly.  
     163. A two-stage start-run control circuitry assembly is provided in operative engagement with the DC battery assembly.  
     164. A start-run control button is provided on the steering assembly in operative engagement with the two-stage start-run control circuitry assembly so as to selectively drive the electric bicycle assembly.  
     165. In this embodiment of the electric bicycle assembly, the DC battery assembly is a 24-volt system.  
     166. In this embodiment of the electric bicycle assembly, the DC battery assembly is a 36-volt system.  
     167. In this embodiment of the electric bicycle assembly, the DC battery assembly is provided with a battery charger assembly adapted to be plugged into a 110-volt outlet.  
     168. In this embodiment of the electric bicycle assembly, the DC battery assembly is provided with a solar panel battery charger assembly.  
     169. In yet another embodiment of the electric bicycle assembly, a bicycle frame is provided which has a front wheel and a rear wheel rotatably mounted thereon. A steering assembly is provided on the frame in operative engagement with the front wheel. A standard multi-speed front wheel hub is provided on the front wheel. A tuned centrifugal slip clutch assembly is provided in operative engagement with the front wheel hub assembly.  
     170. A lightweight, high performance DC electric drive motor is provided on the frame in operative engagement with the tuned centrifugal slip clutch so as to selectively drive the front wheel. A DC battery assembly is provided on the frame in operative engagement with the DC electric drive motor so as to selectively power the electric bicycle assembly. A two-stage start-run control circuitry assembly is provided in operative engagement in the DC battery assembly. A start-run control button is provided on the steering assembly in operative engagement with the two-stage start-run control circuitry assembly so as to selectively drive the electric bicycle assembly.  
     171. In this embodiment of the electric bicycle assembly, the battery assembly comprises a 24-volt system.  
     172. In this embodiment of the electric bicycle assembly, the battery assembly comprises a 36-volt system.  
     173. In this embodiment of the electric bicycle assembly, the battery assembly is provided with a battery charger assembly which is adapted to be plugged into a 110-volt outlet.  
     174. In another embodiment of the electric bicycle assembly, the battery assembly is provided with a solar panel battery charger assembly.  
     175. A tuned centrifugal slip clutch assembly adapted for use with an electric vehicle is provided with a battery powered D.C. drive motor having a motor drive shaft and at least one bicycle wheel provided with a multi-speed drive hub.  
     176. An outer clutch shell housing is concentrically freely mounted on a motor drive shaft. The clutch shell is provided in fixed operative engagement with a drive chain adapted to selectively actuate the wheel multi-speed hub operatively connected thereto.  
     177. An internal tuned centrifugal slip clutch housing assembly is provided within the outer clutch shell housing. The tuned centrifugal slip clutch housing assembly is fixedly keyed to the motor drive shaft so as to selectively rotatably spin therewith. The internal tuned centrifugal slip clutch assembly housing is provided with internally mounted co-acting weights mounted on an adjustable retainer tension spring which can be selectively tuned so as to vary the tension exerted on the weights. The weights are adapted to respond outwardly to the centrifugal force exerted by the spinning of the rotating motor shaft so as to selectively overcome the tension spring to engage the inner surface of the clutch shell to create a direct drive between drive motor and the drive chain.  
     178. A variable ratio V-belt drive assembly is provided for use with an electric vehicle which is provided with a battery powered DC drive motor having a motor drive shaft in operative engagement therewith.  
     179. The variable ratio V-belt drive assembly is provided with a forward driving pulley assembly having an inner pulley wall half adapted for fixed attachment to an electric motor drive shaft so as to be selectively rotatable therewith but not laterally movable with respect thereto. The forward driving pulley assembly is provided with an outer pulley wall half which is adapted to be keyed to the electric motor drive shaft so as to be rotatable therewith. The outer pulley wall half is in operative register with the inner pulley wall half so as to be selectively movable toward and away therefrom.  
     180. An outer driving pulley clutch cover is adapted for fixed engagement with the electric motor drive shaft so as to be rotatable therewith. The outer driving pulley clutch cover is provided with a plurality of cover clutch weight receiving slots in operative register with corresponding outer pulley wall half clutch weight receiving slots provided on the outer surface of the outer pulley wall half.  
     181. Centrifugal clutch weights are provided in operative engagement with the cover weight receiving slots and the corresponding outer pulley wall half weight receiving slots. The centrifugal clutch weights are selectively movable outwardly within the corresponding slots so as to selectively move the outward pulley wall half toward and away from the fixed driving inner pulley wall half in response to the centrifugal force exerted on the centrifugal clutch weights.  
     182. A rear driven pulley assembly is provided which is adapted for selective operational engagement with a rear wheel axle and hub assembly. The rear driven pulley assembly is positioned in spaced-apart aligned operational longitudinal registry with the forward driving pulley assembly. The rear-driven pulley assembly is provided with an inner-driven pulley wall half adapted for fixed engagement with a rear wheel hub. The rear-driven pulley assembly is provided with a spring biased outer-driven pulley wall half in operative register with the inner-driven pulley wall half so as to be selectively rotatable therewith. The spring biased outer-driven pulley wall half is adapted to be selectively movable laterally away from the inner-driven pulley wall half when actuated by the forward driving pulley wall assembly.  
     183. A V-belt is provided in selective operative engagement with the forward driving pulley assembly and the rear-driven pulley assembly so as to selectively vary the driving ratio when the electric vehicle is actuated.  
     184. A battery regenerating wheel rotor assembly is provided for use with electric battery powered wheeled vehicles so as to selectively re-charge the vehicle batteries while the vehicle is in operational motion while braking.  
     185. The battery regenerating wheel rotor assembly comprises a circular wheel rotor fixedly mounted on a selected wheel of an electrical battery powered wheeled vehicle so as to rotate therewith when the vehicle is in motion. The circular wheel rotor is provided with a plurality of spaced-apart permanent magnets along the outer peripheral edge thereof.  
     186. A U-shaped arcuate generating coil holder having a plurality of spaced-apart generating coils provided on each leg of the coil holder. The generating coil holder is selectively positioned in operative engagement relative to the rotor so as to bracket the outer peripheral edge of the rotor so as to position the generating coils in operational spaced-apart register with the permanent magnets so as to selectively create an electrical current when the rotor is rotating while the electric vehicle is braking.  
     187. Electrical conveying cable means selectively connected to the generating coils so as to convey the generated electricity to the vehicle batteries so as to charge the batteries while the electrical vehicle is in motion.  
     188. The electric bicycle assembly is provided with a two-stage start-run control circuitry assembly which comprises a start circuit, a low power circuit and a high power circuit adapted to selectively deliver variable power from the battery source means to the drive motor. A selectively adjustable variable time delay relay is provided which is adapted to sequentially close the start circuit, the low power circuit and the high power circuit so as to deliver power to the drive motor as required.  
     189. A mechanically actuated multi-stage power control switch assembly is provided for use with electric battery powered vehicle so as to provide selective variable power to the vehicle drive motor. The drive motor is operatively connected by circuitry means to a battery power source means so as to selectively drive the drive motor. The circuitry means comprises a start circuit, a low power circuit and a high power circuit adapted to selectively deliver variable power from the battery source means to the drive motor.  
     190. A mechanically actuated multi-stage power control switch assembly is provided with a spring biased contact member. The contact member is actuated by a throttle cable so as to selectively sequentially close the start circuit, the low power circuit and the high power circuit so as to deliver power to the drive motor as required.  
     191. Various other modifications of the invention may be made without departing from the principle thereof. Each of the modifications is to be considered as included in the hereinafter appended claims, unless these claims, by their language, expressly provide otherwise.