Abstract: A bicycle configured for communication with other bicycles, a centralized server, client computing devices and third party servers allows the rider to be connected with friends, coaches/trainers, and third party vendors including vendors associated with lodging, food, and other conveniences, vendors associated with bike servicing, equipment, warranties, and other bike related products and services, and vendors associated with routes, areas or destinations. Information may be communicated in real time or stored in memory and communicated to servers, client devices, other riders, etc., at a later date. Information may be communicated to the bike controller for route planning, service scheduling, training purposes and the like. Information communicated to or from the bicycle may be performed as indicated by the rider or there may be predetermined rules or guidelines for what information is collected and to whom the information may be sent to or received from.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT). In one embodiment, a control system is adapted to facilitate a change in the ratio of a CVT. In another embodiment, a control system includes a stator plate configured to have a plurality of radially offset slots. Various inventive traction planet assemblies and stator plates can be used to facilitate shifting the ratio of a CVT. In some embodiments, the traction planet assemblies include planet axles configured to cooperate with the stator plate. In one embodiment, the stator plate is configured to rotate and apply a skew condition to each of the planet axles. In some embodiments, a stator driver is operably coupled to the stator plate. Embodiments of a traction sun are adapted to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces for a CVT are disclosed.

Abstract: Disclosed here are inventive systems and methods for a powertrain of an electric vehicle (EV) having a continuously variable transmission (CVT) coupled to an electric drive motor, wherein a control system is configured to control the CVT and/or the drive motor to optimize various efficiencies associated with the EV and/or its subsystems. A control system is configured to operate the EV in an economy mode. Operating in said mode, the control system simultaneously manages the CVT and the drive motor to optimize the range of the EV. The control system can be configured to manage the current provided to the drive motor, as well as adjust a transmission speed ratio of the CVT. Other modes of operation are also possible. The control system can be configured to manage the power to the drive motor and adjust the transmission speed ratio of the CVT taking into account battery voltage, throttle position, and transmission speed ratio, for example.

Abstract: Methods of controlling a prime mover and a continuously variable transmission (CVT) are described. The CVT has a group of spherical power adjusters. Each power adjuster has a tiltable axis of rotation. The methods may include optimizing a vehicle having a drive motor and a continuously variable transmission. The CVT has a plurality of spherical power adjusters, each power adjuster having a tiltable axis of rotation. The methods may include optimizing a drive system having a prime mover and a continuously variable transmission.

Abstract: A bicycle configured for communication with other bicycles, a centralized server, client computing devices and third party servers allows the rider to be connected with friends, coaches/trainers, and third party vendors including vendors associated with lodging, food, and other conveniences, vendors associated with bike servicing, equipment, warranties, and other bike related products and services, and vendors associated with routes, areas or destinations. Information may be communicated in real time or stored in memory and communicated to servers, client devices, other riders, etc., at a later date. Information may be communicated to the bike controller for route planning, service scheduling, training purposes and the like. Information communicated to or from the bicycle may be performed as indicated by the rider or there may be predetermined rules or guidelines for what information is collected and to whom the information may be sent to or received from.

Abstract: An infinitely variable transmission (IVT) having a rotatable input shaft arranged along a longitudinal axis of the transmission. In one embodiment, the input shaft is adapted to supply a lubricant to the interior of the transmission. In some embodiments, a stator assembly is coupled to, and coaxial with, the input shaft. The IVT has a plurality of planets operably coupled to the stator assembly. The planets are arranged angularly about the longitudinal axis of the transmission. In one embodiment, a traction ring is operably coupled to the planets. The IVT is provided with a housing that is operably coupled to the traction ring. The housing is substantially fixed from rotating with the input shaft. The traction ring is substantially fixed from rotating with the input shaft. In some embodiments, the IVT is provided with a lubricant manifold that is configured to supply a lubricant to the input shaft.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT). In one embodiment, a control system is adapted to facilitate a change in the ratio of a CVT. In another embodiment, a control system includes a stator plate configured to have a plurality of radially offset slots. Various inventive traction planet assemblies and stator plates can be used to facilitate shifting the ratio of a CVT. In some embodiments, the traction planet assemblies include planet axles configured to cooperate with the stator plate. In one embodiment, the stator plate is configured to rotate and apply a skew condition to each of the planet axles. In some embodiments, a stator driver is operably coupled to the stator plate. Embodiments of a traction sun are adapted to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces for a CVT are disclosed.

Abstract: Portable containment units and methods for making same are described herein. The portable containment unit can include a liner containing a geotextile material and having an outer perimeter. A wall assembly can be adhered to an upper surface of the geotextile material on the outer perimeter of the liner. The wall assembly can include an open-cell foam material. An elastomeric material can be coated onto the liner and the wall assembly to form the portable containment unit.

Abstract: Methods of controlling a prime mover and a continuously variable transmission (CVT) are described. The CVT has a group of spherical power adjusters. Each power adjuster has a tiltable axis of rotation. The methods may include optimizing a vehicle having a drive motor and a continuously variable transmission. The CVT has a plurality of spherical power adjusters, each power adjuster having a tiltable axis of rotation. The methods may include optimizing a drive system having a prime mover and a continuously variable transmission.

Abstract: Disclosed here are inventive systems and methods for a powertrain of an electric vehicle (EV). In some embodiments, said powertrain includes a continuously variable transmission (CVT) coupled to an electric drive motor, wherein a control system is configured to control the CVT and/or the drive motor to optimize various efficiencies associated with the EV and/or its subsystems. In one specific embodiment, the control system is configured to operate the EV in an economy mode. Operating in said mode, the control system simultaneously manages the CVT and the drive motor to optimize the range of the EV. The control system can be configured to manage the current provided to the drive motor, as well as adjust a transmission speed ratio of the CVT. Other modes of operation are also disclosed. The control system can be configured to manage the power to the drive motor and adjust the transmission speed ratio of the CVT taking into account battery voltage, throttle position, and transmission speed ratio, for example.

Abstract: An infinitely variable transmission (IVT) having a rotatable input shaft arranged along a longitudinal axis of the transmission. In one embodiment, the input shaft is adapted to supply a lubricant to the interior of the transmission. In some embodiments, a stator assembly is coupled to, and coaxial with, the input shaft. The IVT has a plurality of planets operably coupled to the stator assembly. The planets are arranged angularly about the longitudinal axis of the transmission. In one embodiment, a traction ring is operably coupled to the planets. The IVT is provided with a housing that is operably coupled to the traction ring. The housing is substantially fixed from rotating with the input shaft. The traction ring is substantially fixed from rotating with the input shaft. In some embodiments, the IVT is provided with a lubricant manifold that is configured to supply a lubricant to the input shaft.

Abstract: Embodiments are directed to a front end accessory drive (FEAD) and power modulating devices (PMD) which can be used in a FEAD. In one embodiment, a continuously variable transmission (CVT) is coupled directly to a crankshaft of a prime mover, and the CVT is used to regulate the speed and/or torque delivered to an accessory. A compound drive device includes a motor/generator subassembly cooperating with a CVT subassembly to provide a motor functionality with torque multiplication or division, or alternatively, a generator functionality with torque multiplication or division. In some embodiments, a FEAD includes a PMD having a sun shaft configured to couple to a sun of the PMD and to an electric motor component, such as an electrical armature or an electrical field. In one embodiment, the electrical armature the electrical field are placed concentrically and coaxially and configured to rotate relative to one another in opposite directions.

Abstract: Disclosed here are inventive systems and methods for a powertrain of an electric vehicle (EV). In some embodiments, said powertrain includes a continuously variable transmission (CVT) coupled to an electric drive motor, wherein a control system is configured to control the CVT and/or the drive motor to optimize various efficiencies associated with the EV and/or its subsystems. In one specific embodiment, the control system is configured to operate the EV in an economy mode. Operating in said mode, the control system simultaneously manages the CVT and the drive motor to optimize the range of the EV. The control system can be configured to manage the current provided to the drive motor, as well as adjust a transmission speed ratio of the CVT. Other modes of operation are also disclosed. The control system can be configured to manage the power to the drive motor and adjust the transmission speed ratio of the CVT taking into account battery voltage, throttle position, and transmission speed ratio, for example.

Abstract: A bicycle configurable for operating using a speed based control system and scheme or a torque based control system and scheme. A speed sensor or a torque sensor may detect an operating characteristic of the bicycle and a controller may determine whether to operate using a speed based control system and scheme or a torque based control system and scheme based on the operating characteristic. A signal from a speed sensor or a torque sensor may be used for determining the mechanical limits of a CVT range and when to incorporate an electric motor.

Abstract: Embodiments are directed to a front end accessory drive (FEAD) and power modulating devices (PMD) which can be used in a FEAD. In one embodiment, a continuously variable transmission (CVT) is coupled directly to a crankshaft of a prime mover, and the CVT is used to regulate the speed and/or torque delivered to an accessory. A compound drive device includes a motor/generator subassembly cooperating with a CVT subassembly to provide a motor functionality with torque multiplication or division, or alternatively, a generator functionality with torque multiplication or division. In some embodiments, a FEAD includes a PMD having a sun shaft configured to couple to a sun of the PMD and to an electric motor component, such as an electrical armature or an electrical field. In one embodiment, the electrical armature the electrical field are placed concentrically and coaxially and configured to rotate relative to one another in opposite directions.

Abstract: Disclosed here are inventive systems and methods for a powertrain of an electric vehicle (EV). In some embodiments, said powertrain includes a continuously variable transmission (CVT) coupled to an electric drive motor, wherein a control system is configured to control the CVT and/or the drive motor to optimize various efficiencies associated with the EV and/or its subsystems. In one specific embodiment, the control system is configured to operate the EV in an economy mode. Operating in said mode, the control system simultaneously manages the CVT and the drive motor to optimize the range of the EV. The control system can be configured to manage the current provided to the drive motor, as well as adjust a transmission speed ratio of the CVT. Other modes of operation are also disclosed. The control system can be configured to manage the power to the drive motor and adjust the transmission speed ratio of the CVT taking into account battery voltage, throttle position, and transmission speed ratio, for example.

Abstract: Methods of controlling a prime mover and a continuously variable transmission (CVT) are described. The CVT has a group of spherical power adjusters. Each power adjuster has a tiltable axis of rotation. The methods may include optimizing a vehicle having a drive motor and a continuously variable transmission. The CVT has a plurality of spherical power adjusters, each power adjuster having a tiltable axis of rotation. The methods may include optimizing a drive system having a prime mover and a continuously variable transmission.

Abstract: Components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT) having a variator provided with a plurality of tilting, traction planets and traction rings are described. In one embodiment, a variator is coupled to a rangebox to provide multiple operating modes. In another embodiment, a hydraulic system is configured to control the transmission ratio of the variator and the rangebox. Shift-cam-and-sun subassemblies can be used to facilitate shifting of the transmission ratio of a CVT. A transmission housing and bell housing can be adapted to house components of a CVT and, in some embodiments, to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Related devices include, for example, a pivot arm, a control feedback mechanism, axial force generation and management mechanisms, a control valve integral with an input shaft, a pivot pin hub, and a rotatable carrier configured to support planet-pivot arm assemblies.

Abstract: Disclosed here are inventive systems and methods for a powertrain of an electric vehicle (EV). In some embodiments, said powertrain includes a continuously variable transmission (CVT) coupled to an electric drive motor, wherein a control system is configured to control the CVT and/or the drive motor to optimize various efficiencies associated with the EV and/or its subsystems. In one specific embodiment, the control system is configured to operate the EV in an economy mode. Operating in said mode, the control system simultaneously manages the CVT and the drive motor to optimize the range of the EV. The control system can be configured to manage the current provided to the drive motor, as well as adjust a transmission speed ratio of the CVT. Other modes of operation are also disclosed. The control system can be configured to manage the power to the drive motor and adjust the transmission speed ratio of the CVT taking into account battery voltage, throttle position, and transmission speed ratio, for example.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT). In one embodiment, a control system is adapted to facilitate a change in the ratio of a CVT. In another embodiment, a control system includes a stator plate configured to have a plurality of radially offset slots. Various inventive traction planet assemblies and stator plates can be used to facilitate shifting the ratio of a CVT. In some embodiments, the traction planet assemblies include planet axles configured to cooperate with the stator plate. In one embodiment, the stator plate is configured to rotate and apply a skew condition to each of the planet axles. In some embodiments, a stator driver is operably coupled to the stator plate. Embodiments of a traction sun are adapted to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces for a CVT are disclosed.