(12) Patent Application Publication (10) Pub. No.: US 2005/ A1

Transcription

1 (19) United States (12) Patent Application Publication (10) Pub. No.: US 2005/ A1 Hays et al. US 2005O189157A1 (43) Pub. Date: Sep. 1, 2005 (54) (76) (21) (22) (63) ELECTRIC BICYCLES AND RETROFIT KITS Inventors: Marcus Hays, Big Bear Lake, CA (US); Greg Remuka, Big Bear Lake, CA (US); Jeffry Schwarz, Big Bear Lake, CA (US) Correspondence Address: PERKINS COE LLP POST OFFICE BOX 1208 SEATTLE, WA (US) Appl. No.: 10/886,266 Filed: Jul. 6, 2004 Related U.S. Application Data Continuation-in-part of application No. 10/259,201, filed on Sep. 27, 2002, now abandoned. (60) Provisional application No. 60/326,149, filed on Sep. 28, Publication Classification (51) Int. Cl.... B62M 23/02 (52) U.S. Cl /207 (57) ABSTRACT A bicycle has an electric motor and attached single or multiple Sprockets, gears, chains, belts, shafts and mounting brackets. Outer Sprockets are independently turned by either the motor or the pedals, and these outer Sprockets then turn an inner Sprocket which drives the drive chain and turns the rear wheel. Either the motor or the pedals, or both, may propel the bicycle. The vehicle also includes a means for detecting gear shifting and thereupon reducing power to the motor for a short time interval.

2 Patent Application Publication Sep. 1, 2005 Sheet 1 of 27 US 2005/ A1

3 Patent Application Publication Sep. 1, 2005 Sheet 2 of 27 US 2005/ A1 FIG. 2D 54 FIG. 2E

4 Patent Application Publication Sep. 1, 2005 Sheet 3 of 27 US 2005/ A1

5 Patent Application Publication Sep. 1, 2005 Sheet 4 of 27 US 2005/ A1 FIG N O III C A \ 54 a\ sea

6 Patent Application Publication Sep. 1, 2005 Sheet 5 of 27 US 2005/ A1 FIG.7

7 Patent Application Publication Sep. 1, 2005 Sheet 6 of 27 US 2005/ A SPEED CONTROL SHIFT SENSOR 24 MOTOR CONTROLLER 4. TORQUE-44 MOTOR sensori

8 Patent Application Publication Sep. 1, 2005 Sheet 7 of 27 US 2005/ A1 FIG. O

9 Patent Application Publication Sep. 1, 2005 Sheet 8 of 27 US 2005/ A1

10 Patent Application Publication Sep. 1, 2005 Sheet 9 of 27 US 2005/ A1

11 Patent Application Publication Sep. 1, 2005 Sheet 10 of 27 US 2005/ A1 F.G. 6

12 Patent Application Publication Sep Sheet 11 Of 27 US 2005/ A1

13 Patent Application Publication Sep. 1, 2005 Sheet 12 of 27 US 2005/ A1 s SS 2. 2 s

14 Patent Application Publication Sep. 1, 2005 Sheet 13 Of 27 US 2005/ A1 F.G. 19

15 Patent Application Publication Sep. 1, 2005 Sheet 14 of 27 US 2005/ A1

16 Patent Application Publication Sep. 1, 2005 Sheet 15 of 27 US 2005/ A1 k -, s Pedaltdriven mode d itz A Pedal

17 Patent Application Publication Sep. 1, 2005 Sheet 16 of 27 US 2005/ A1 X-Power shown on recumbent and traditional bicycles Photos indicate versatility of X-Power in terms of frame mounting options, as well as bicycle frame and drive train compatibility. The traditional bicycle frame (left) shows X Power mounted inside the frame, above the chain-ring and integrated with an internal hub, while the recumbent bicycle (below) shows X Power mounted beneath the frame, aft of the pedals and integrated to a derailleur. What makes this broad adaptability possible is the integration of the cassette to the motor so as to allow the outside cog, sprocket or freewheel to be moved laterally in such a way as to accommodate the fixed chain-ring position which varies significantly from bike to bike.

18 Patent Application Publication Sep. 1, 2005 Sheet 17 of 27 US 2005/ A1 X-Power Core shown mounted vertically on seat tube of electric scooter

19 Patent Application Publication Sep. 1, 2005 Sheet 18 of 27 US 2005/ A1 X-Power Core shown mounted to 1936 Elgin with split cross tubes

20 Patent Application Publication Sep. 1, 2005 Sheet 19 of 27 US 2005/ A1

21 Patent Application Publication Sep. 1, 2005 Sheet 20 of 27 US 2005/ A1 Method for Attaching Batteries to a Light Electric Vehicle X-Power Core is a series of tubes containing batteries, with each interconnected tube arranged in such a way as to be compatible with a large number of form factors so as to make X-Power Core adaptable to virtually any light electric vehicle without the need of permanent mounting fixtures, purpose-built designs, or anything more than a backpack to transport batteries that power the vehicle. electrical callel X-Power Core shown on left in a horizontal array displayed on a flat surface. X-Power Core shown below in a coiled arrangement with the black foam tube representing a frame tube, or a seat tube - two of many possible arrangements whereby X-Power Core can "nest" around or lay on any tube or rail measuring 1/2" to 5" in diameter or width. umpe?

22 Patent Application Publication Sep. 1, 2005 Sheet 21 of 27 US 2005/ A1 X-Power Core shown un mounted flexible -tube collars /space?s

23 Patent Application Publication Sep. 1, 2005 Sheet 22 of 27 US 2005/ A1

24 Patent Application Publication Sep. 1, 2005 Sheet 23 of 27 US 2005/ A1 "X-Power Motor Gear Box Assembly shown mounted on bicycle from bottom looking up Sprocket, cog or. freewheel (A) drives the rear wheel when the motor is engaged leaving sprocket, cog, or freewheel (B) stationary unless the cranks (C) are engaged, at which point (B) turns, driving the sprocket. Cog or freewheel (A) in turn driving the rear wheel whether single The relative position of chain-rings and cranks (C) on bicycles and human powered vehicles (HPVs) is determined by the width of the bottom bracket (D). As (D) varies significantly between types and varieties of bicycles and HPVs, X-Power Y provides a means (A) & (B) by which a motor can be readily adapted to all bicycles or HPVs while simultaneously being integrated with the existing drive-train so as to take full mechanical advantage of the gear system be it internal hub or derailleur. By using commonly available bicycle parts, in this speed, multi-speed, case a standard internal hub, derailleur... is, cassette body (A) or otherwise. AS (A) is incorporating mounted to a one-way bearing, the motor remains idle when the vehicle is pedaled. The same is true of (C) as the cassette mounted Sprocket, cog, or freewheel (B) remains stationary when the motor (A) is engaged allowing the motor to drive the rear wheel without the pedals (C) rotating or turning independently of being intentionally engaged. FIG.31A horizontal slots (E) that permits matching slotted cogs or sprockets (B) to be moved laterally along the horizontal slots of (E), chain alignment between chain ring (C) and the rear sprocket or cog of the driven wheel (not shown) to be easily and fully optimized.

25 Patent Application Publication Sep. 1, 2005 Sheet 24 of 27 US 2005/ A1 "outside' cog, sprocket, or freewheel (B) turns independently of cog or sprocket (A), in this case a cog attached to a freewheel cassette(as indicated in photo and CAD drawing), allowing for lateral movement of the cog along the length of the cassette body as a means to easily achieve ideal alignment of the chain linking the pedals and pedal chain-ring to sprocket (C) and the "outside' cog, sprocket, or freewheel (B) so that when bicycle is pedaled, (A) turns thus driving bicycle when motor is not engaged. As (A) & (B) are both retained by threaded nuts or Snap rings, removal and replacement of cogs can be achieved in minutes providing the end user the additional benefit of being able to rapidly change gear ratios to effect performance based on environment, rider weight, conditions, payload or to compensate for low or high motor power Output. FIG. 31S

26 Patent Application Publication Sep. 1, 2005 Sheet 25 of 27 US 2005/ A1 X-Power' mounted on recumbent bicycle (viewing from rear to front) Drive sprocket, cog, or freewheel (A) can be moved laterally along shaft to facilitate ideal chain alignment between (A) and the rear wheel sprocket, cog, internal hub, derailleur or otherwise. Pedal sprocket, cog or freewheel (B) can also be moved laterally along shaft or cassette to facilitate ideal chain alignment between cog (B) and pedal sprocket or chain ring (C) As the width of the bottom bracket (D) determines the fixed position of the cranks, chain-ring or sprocket (C), which varies greatly between types of bicycles or human powered vehicles, the ease of which (B) can be adjusted or moved laterally on the shaft or cassette body is the difference between a vehicle specific motor system and a truly universal' kit or retro fit system, as is "X-Power being easily adapted or added to virtually any human powered vehicle or bicycle. FIG. 32

27 Patent Application Publication Sep. 1, 2005 Sheet 26 of 27 US 2005/ A1 X-Power looking from front to rear of recumbent bicycle y First of two independently driven chains in this case (A) attached to a motor driven cog, sprocket, or freewheel (affixed to the motor via a one-way bearing on the driven shaft) driving the rear wheel in such a way as to allow cog, sprocket or freewheel (B) ; to remain stationary in turn allowing the cranks (C) to also remain Second of two independently driven chains, indicating the cranks (C) linked by a chain to cog, sprocket, or freewheel (B) that when (C) is turned, in turn drives (B) in turn driving (A),in turn, driving the vehicle. In this way the preexisting gears, can be utilized to full mechanical advantage without the bicycle or HPV having to be specifically built, designed or engineered from the outset as an electric vehicle X-Power shown mounted on recumbent bicycle. This image suggests a fixed motor position to the rear of the cranks. This relationship is only one mounting option. In fact, depending on the type of bicycle or HPV, X-Power can be positioned on any degree of arc in a 360 degree circumference about the cranks (C) so as to be compatible with any bicycle or HPV regardless of frame design.

28 Patent Application Publication Sep. 1, 2005 Sheet 27 of 27 US 2005/ A1 X-Power shown in CAD and mounted to recumbent bicycle viewing from rear to front This image reveals cassette body horizontal slots (A) indexing cog, sprocket, or freewheel so as to keep cog, sprocket, or freewheel affixed to cassette or shaft while under load simultaneously providing for lateral movement or adjustment of cog, sprocket, or freewheel (B), so that adaptation to the existing driveline is readily facilitated without the need for customized, unique design or engineering to specific vehicles. What is critical is that alignment of all corresponding chains be optimized so that no binding or twisting of chains occur which would otherwise induce drag, diminishing the efficiency and performance of the electric system in total in turn negating advantages otherwise gained via the integration with, or to, the preexisting driveline. The secondary advantage herein is that sprocket, cogs or freewheels (B) can be readily altered or interchanged so as to provide allowance for alternative gear ratios by simply changing to either smaller or larger ratios to better suit conditions, payloads, varying rider or operator weights and environments.

29 US 2005/ A1 Sep. 1, 2005 ELECTRIC BICYCLES AND RETROFIT KITS This Application is a Continuation-in-Part of U.S. patent application Ser. No. 10/259,201 filed Sep. 27, 2002 and now pending, which claims priority to U.S. Patent Application Ser. No. 60/326,149, filed Sep. 28, 2001, and now pending. Ser. Nos. 10/259,201 and 60/326,149 are incorporated herein by reference The field of the invention is electrically powered vehicles, and especially bicycles, tricycles and quadracycles (collectively defined here and in the claims as bicycles ). The invention further relates to a System or kit, and methods for converting a pedal powered bicycle into an electric motor powered bicycle. BACKGROUND OF THE INVENTION Electric bicycle motor power methods typically drive wheels via friction, chains, belts, shafts or direct drive hub motors. However, in each example the motor System is Separate from, or additional to the pedal System. Not utiliz ing the existing pedal components result in redundant Sprockets, chains, added complexity, added weight and unnecessary cost. Maintaining alignment of the motor, Sprockets, and other components has also been problematic in electric bicycles Pedal drive line components typically include two pedals, two cranks, a chainwheel or chainwheels, Sprockets (single or multiple) and are typically linked via chan, belt or shaft to gear or multiple gears attached to a driven wheel While various electric bicycles have been proposed and used, engineering challenges remain in providing a reliable high performance electric bicycle. SUMMARY OF THE INVENTION 0006 The present system and method applies to any or all of the above pedal drive-line components Further, the present system and method integrates the pedal and motor drive line without the need for a special purpose bicycle design, a permanent mounting System or welded fixtures By utilizing the existing pedal system and linking its various components, weight, complexity and cost are reduced. And in cases where the bicycle offers multispeed gearing, this method offers the additional advantage of being able to link these gears to the motor and to the pedals. Multispeed gearing enhances the performance of the electric bicycle. As a retrofit or "kit', or as an original manufacture, the existing pedal System and gears are linked with the motor By integrating the existing pedal system with the motor and by linking the various pedal components with the motor, performance of the electric bicycle is significantly enhanced. Existing electric bicycles have difficulty climbing hills or grades. By integrating the existing pedal components and especially multispeed gearing, this method benefits from these gears being used as a transmission to allow enhanced ascent of hills or grades. No other "kit" utilizes this method. In this separate aspect of the invention, an electric motor provided in a kit drives the rear wheel(s) of the bicycle through the existing gear System on the bicycle. Conse quently, there is less need to match the torque characteristics of the motor over the entire load range Amethod for attaching the kit to the frame includes plates or brackets that hold or sandwich the motor between the bottom bracket. The set of plates or brackets holding the motor are also preferably Secured to the bicycle frame at the bottom bracket end. The plates or brackets position the motor between the bottom bracket ends and a clamp also attaches the motor to a down tube, cross tube, Seat tube or any other location that prevents the motor from rotating when torque is exerted on the pedals by the operator or when torque is exerted when the motor is engaged. The plates or brackets hold the motor in place and also position the motor to align the motor Sprocket with the drive chain. By tight ening the bottom bracket nuts, the motor plates or brackets are tightened against the bicycle frame which in turn Secures the motor system to the bicycle. (This allows for a retrofit, or "kit" methodology). This method eliminates the need for Specially designed frames, permanent mounting methods, and permanent or welded fixtures. The bicycle owner can therefore remove the kit from one bicycle and install the kit onto another bicycle. In this separate aspect of the invention, the mounting plates allow the electric motor to be added onto an ordinary bicycle, using common tools, and without the need to modify the bicycle Via welding, etc The set of plates or brackets holding the motor are also preferably positioned in Such a way as to align the motor output Sprocket with the driven wheel sprocket and the pedal chainwheel. The motor plates are designed to accommodate any bottom bracket end dimension and or any bottom bracket end type, including cartridge or open bearing Spindle variety. In this separate aspect of the invention, alignment of the Sprockets is maintained, avoiding prema ture wear on the Sprockets and chains (or equivalent drive means Such as belts and pulleys). The motor is preferably located at or near a low point of the bicycle, So that the weight of the motor is optimized relative to the bicycle center of gravity. In this separate aspect of the invention, bicycle Stability and handling are improved. The battery may also be located at a low point, near or on the motor Another unique method for attaching the kit to the bicycle frame accommodates custom frames that may not be compatible with the bottom bracket end location. If the bottom bracket mounting location is non Standard or incom patible with the Standard bottom bracket plate design, alter native plate and bracket designs allow the motor to be Secured to the bicycle Seat tube, cross tube, or down tube. In either case, the plates or brackets Secure the motor to position the chains in correct alignment thus Successfully integrating the existing pedal drive line chains, belts or belts, shaft or shafts with the retrofit or kit system. This method integrates with any type of gear or transmission System, including derailers, hubs, or planetary variety In another separate aspect of the invention, an electrically or electronically actuated circuit, relay or mechanical Switch momentarily interrupts motor power to the driven wheel. This is useful because continuous and moderate to high power at the rear or driven wheel during e.g., hill climbing or under heavy loading, makes shifting difficult or impossible (at least with most bicycle gearing Systems). The System interrupts the motor power for a duration long enough to allow the bicyclist to shift gears

30 US 2005/ A1 Sep. 1, 2005 without decelerating. This allows the bicyclist to maintain maximum forward momentum. The System preferably Senses either motor current draw or torque on the drive Sprocket or chain, and also Senses initiation of gear shifting. Upon Sensing the presence or threshold values of gear shift initiation alone, or gear shift initiation together with a motor condition (Such as current or torque) the System reduces or Stops current to the motor for a Selected time interval. The time interval is Sufficient to allow for completion of gear shifting, typically from or 1, 2, or 3 seconds. The System may select from a table of interval values, or calculate an interval value, based on Sensed input parameters including present gear condition, Shift direction (up or down), pedal Speed, bicycle speed or wheel rpm, torque loading, inclination angle, weight, etc. Sensors for detecting these parameters may be included and linked into the System, typically in a microprocessor or Similar device in the motor controller The integration of motor with pedal drive compo nents offers the advantage of reducing complexity, weight, and cost while increasing performance and battery effi ciency. If the bicycle has multispeed gears, this method can utilize these gears to enhance the torque and/or speed of the motor The invention may be provided as either a retrofit kit or as a complete bicycle. In both cases, there is a motor, one or more Sprockets attached to the motor, a gear or gears attached to the driven wheel, a chain or chains, belt or belts, shafts or shafts and mounting brackets or mounting plates which ultimately connect the motor and pedals to the driven wheel. Depending on the model, the motor is linked via chain, chains, belt or belts, shaft or shafts to the pedal Sprocket, Sprockets, chainwheel or chainwheels. In Some cases two chains, belts or Shafts may be used and in others only one chain, belt or shaft is used. This applies to either Single or multispeed bicycle configurations. In both cases, the Sprockets or Sprockets attached to them or can be mounted via one-way bearings, "freewheels', or as a fixed Sprocket or Sprockets, gear, gears, or cog and cogs. More than one electric motor may also be used Most multispeed bicycles offer chan or belt ten Sioners. If the existing bicycle does not, an optional ten Sioner may be added The design of the bicycle frame may have very little or no affect on the mounting design, which is a universal design. Some bicycle frames are triangular in shape while others are curved tubes, while still others are longitudinal tubes with wheels Suspended (or fixed) at either end. The bracket and plate method described accommodates all bicycle frame Styles and configurations The invention resides as well in the subsystems, components and method Steps described. It is an object of the invention to provide an improved electric bicycle, kit, components and methods. BRIEF DESCRIPTION OF THE DRAWINGS In the drawings, wherein the same reference num ber indicates the same element in each of the views: 0020 FIGS. 1A-1E are schematic side views of mount ing configurations with the motor above the down tube FIGS. 2A-2E are schematic side views of mount ing configurations with the motor below the down tube FIG. 3 is a right side view of a preferred design FIG. 4 is an enlarged view the motor and mounting plate shown in FIG FIG 3. FIG. 5 is a left side view of the design shown in 0025 FIG. 6 is an enlarged view of the motor and mounting plate shown in FIG FIG. 7 is a front view of the battery and motor shown in FIG FIG.8 is a rear view of rear wheel and chain shown in FIG FIG. 9 is a schematic electrical diagram of a preferred design. 0029) FIG. 10 is a schematic side view of an alternative design FIG. 11 is top view rotated 90 degrees of the design shown in FIG FIG. 12 is a schematic side view of another alter native design FIG. 13 is top view rotated 90 degrees of the design shown in FIG FIGS are designs similar to the design shown in FIG. 12, and with the motor located at alternate positions FIG. 17 is a side view of another alternative embodiment FIG. 18 is a bottom view thereof FIG. 19 is a front view thereof FIGS. 20 and 21 are perspective views of an alternative design FIGS are perspective views of a battery assembly attached onto various styles of bicycle FIGS are perspective view of the battery assembly shown installed in FIGS FIGS. 31 A-35 are perspective views of alternative drive Systems. DETAILED DESCRIPTION 0041) Referring to FIGS. 3-8, a first or inner motor sprocket 30 is attached to a first free wheel 38 on the drive shaft 39 of the motor 14. A drive chain 42 connects the sprocket 30 to the rear sprocket 56 at the rear hub 48. A Second or outer motor Sprocket 32 is Supported on a Second free wheel 40 on the first sprocket 30. When the motor is on, the shaft 39 drives the inner sprocket 30, drive chain 42, rear sprocket 56, and rear wheel 54 to propel the bicycle 10. The pedals 35, chain ring 34 and pedal chain 36 may remain still, via the outer free wheel 40. Consequently, the pedals need not move when the motor is on and propelling the bicycle. Correspondingly, the motor is not turned when the rider is pedalling, So that the motor adds no drag, resistance or inertia, when it is off.

31 US 2005/ A1 Sep. 1, When the rider pushes on the pedals, the chain ring 34 drives the pedal chain 36 which turns the outer sprocket 32 (through the outer free wheel 40) in turn driving the inner Sprocket. The inner Sprocket drives the drive chain to propel the bicycle independent of the motor. AS the inner Sprocket is on the inner free wheel, the motor shaft remains still when the pedals are used to propel the bicycle. Consequently, either the motor or the pedals (or both) may propel the bicycle, without having the pedals needlessly turn the motor, and without having the motor needlessly drive the pedals As shown in FIGS. 3 and 5, the motor and battery are low on the frame. This keeps the center of gravity of the bicycle low and improves Stability and handling. Referring to FIG. 6, the mounting plates are preferably equal to or shorter than the length of the pedal crank arms 37. The motor is mounted on the frame to preferably minimize the distance between the outer motor Sprocket and the chain ring. For mountain bicycles, the battery and motor may be mounted higher up on the frame, to reduce potential for damage by collision with obstacles. The space between the inner motor Sprocket and the outer motor Sprocket or freewheel may be adjustable to accommodate varying widths of bottom bracket ends and bottom bracket cartridges. 0044) The left and right motor mounting plates have adjustment holes, slots and tensioning Screws that allow the motor and the adjoining Sprockets to be moved laterally. This allow adjustment to accommodate the Spacing differ ential between the driven wheel Sprocket and the pedal chain ring thus making the System universal to all pedal driven vehicles. This adjustment design also allows for both the driven wheel chain and the pedal chain to be adjusted Simultaneously and without the need for Separate tensioners, eliminating cost, reducing friction and improving efficiency and ease of maintenance due to chain Stretch that occurs over time. Once properly located, the motor is locked in place in the slots or Slotted openings via clamp nuts The lateral position of the chain ring and rear Sprocket may vary on different bicycles. Accordingly, the sprockets 30 and 32 are advantageously laterally moveable (left or right) e.g., 1-5 mm via threaded bosses, Shims, washers, etc Referring to FIGS. 10 and 11, in a first single chain drive system, a motor sprocket 100 is attached to the drive shaft 110 of the motor 120. A drive chain 130 connects sprocket 100 to sprocket 140 (first stage of reduction). Sprocket 140 is fixed to a jackshaft 150 (sprocket 140 may also be a free wheel or clutch bearing) to transfer rotation of motor 120 to the other side of the bicycle. The jackshaft 150 is connected to drive sprocket 160 (a free wheel could be attached to jack Shaft 150 Spinning the opposite direction of sprocket 140, this would reduce friction). A drive chain 42 connects the chain ring 33, to the sprocket 160 the drive chain 42 raps over chain guide 210 to the gear cluster 52 at the rear hub 48 (the second stage of reduction) to propel the bicycle 10. Due to fact the chain ring 33 is fixed to a free wheel that Spins freely when the motor is engaged, this allows use of the pedals independently or in conjunction with the motor. The pedals 35 and pedal crank arms 37 remain Still, when only the motor is used Referring to FIGS , in another single chain drive system, the motor. Sprocket/free wheel 200 is attached to the drive shaft 39 of the motor 14. A drive chain 42 is wrapped around chain guide 210, connects Sprocket/free wheel 200 to chain ring 33 to the gear cluster 52 or sprocket 56 at the rear hub 48. In this arrangement sprocket/free wheel 200, chain ring 33, and chain guide 210 are aligned. The chain guide 210 is repositioned for any of the positions shown in FIGS FIG. 1A shows a triangular bicycle frame with the motor mounted between the seat tube and the down tube FIG. 1B shows a step through frame with a similar motor mounting position FIG. 1C shows a full suspension frame with a Similar motor mounting position FIG. 1D shows a reverse arc frame with a similar motor mounting position FIG. 1E shows a cantilever frame with a similar motor mounting position FIG. 2A shows a triangular bicycle frame with the motor mounted forward of the pedal chain ring and below the down tube FIG. 2B shows a step through frame with a similar motor mounting position FIG. 2C shows a full suspension frame with a Similar motor mounting position FIG. 2D shows a reverse arc frame with a similar motor mounting position FIG. 2E shows a cantilever frame with a similar motor mounting position Turing to FIGS , the outer or second motor sprocket 32 is aligned (front to back) with the chain ring 34. The inner or first sprocket 30 is aligned with the rear Sprocket 56. If a rear Sprocket cluster is used, then the inner motor Sprocket is aligned with a Sprocket at or near the center (left to right) of the cluster Referring to FIGS. 20 and 21, a means of inte grating a Second motive power Source to vehicles designed for a single power Source, allowing either or both power Sources to be applied to the driving wheel (or propeller, prop, etc.) incorporating gearing increase or reduction, indepen dent of the motive power Source. Adaptation requires mounting the Second power Source in various locations over the range of vehicles. This universal interface allows the majority of vehicles to be fitted with a second drive system In the described embodiment, the interface (X-Drive) is applied to bicycles, allowing the addition of electric power while preserving the extant drive System. A bicycle thus equipped can be powered by either of two-or the combination of two-motive power Sources: human energy (pedaling), electric power, internal combustion, external combustion, kinetic or motive power Sources yet to be developed Mechanically interfacing secondary drive systems to a variety of vehicle form factors is accomplished through the use of a keyed cylinder mated to Sprockets or gears of varying diameters and thicknesses to Suit the application. Combinations of keyed spacers are used to integrate the Sprocket or gear into the preexisting drive System in exact alignment.

32 US 2005/ A1 Sep. 1, ) While various embodiments have been shown and described, changes and modifications, and uses of equiva lents can of course be made, without departing from the Spirit and Scope of the invention, The invention, therefore, should not be limited, except by the following claims and their equivalents. 1. An electrically powered vehicle comprising: a frame; at least one Seat on the frame for Supporting a rider; a set of pedals rotatably Supported on the frame; a wheel rotatably attached to the frame; an electric motor linked to the wheel and to the set of pedals, and gear means associated with the wheel, for changing gear ratios between rotation of the Set of pedals and the rear wheel, and with the electric motor linked to the gear means, to drive the wheel through the gear means. 2. The vehicle of claim 1 further including: a first Sprocket driven by the motor through a first freewheel; a Second Sprocket driven by rotation of the first Sprocket, through a Second freewheel; a chain ring joined to the Set of pedals, a rear Sprocket associated with the wheel; a first chain extending around the first Sprocket; and a Second chain extending around the Second Sprocker and the chain ring. 3. The vehicle of claim 1 further comprising a motor controller and an electric power Source connecting to the motor, with the motor controller including gear shift Sensing means for reducing power to the motor when gear shifting is Sensed.