Abstract: An adjustment assembly for riflescopes and related methods are provided. In one example, an adjustment assembly includes a knob configured to rotate about an axis, a disc having a trace, a first sensor configured to measure a value relating to a particular portion of the trace, and a second sensor configured to sense complete revolutions of the knob about the axis. The riflescope also includes a processor configured to correlate the value with an angular displacement of the knob about the axis relative to a zero point.

Abstract: An adjustment assembly for riflescopes and related methods are provided. In one example, an adjustment assembly includes a knob configured to rotate about an axis, a disc having a trace, a first sensor configured to measure a value relating to a particular portion of the trace, and a second sensor configured to sense complete revolutions of the knob about the axis. The riflescope also includes a processor configured to correlate the value with an angular displacement of the knob about the axis relative to a zero point.

Abstract: An adjustment assembly having a rotary encoder, riflescopes incorporating the same, and related methods are provided. In one example, an adjustment assembly includes a first rotational component configured to rotate about an axis, a first gear coupled with the first rotational component and a second gear coupled with the first rotational component. The assembly further includes an encoder. The encoder includes a position gear engaged with the first gear, the first gear and the position gear having a 1:1 gear ratio, and a revolution gear engaged with the second gear, the second gear and the revolution gear having a gear ratio other than 1:1, wherein the gear ratio of the second gear and the revolution gear independent of a ratio of the respective diameters of the second gear and the revolution gear. Sensors may determine the rotational positions of the position sensor and the revolution sensors.

Abstract: An adjustment assembly having a rotary encoder, riflescopes incorporating the same, and related methods are provided. In one example, an adjustment assembly includes a first rotational component configured to rotate about an axis, a first gear coupled with the first rotational component and a second gear coupled with the first rotational component. The assembly further includes an encoder. The encoder includes a position gear engaged with the first gear, the first gear and the position gear having a 1:1 gear ratio, and a revolution gear engaged with the second gear, the second gear and the revolution gear having a gear ratio other than 1:1, wherein the gear ratio of the second gear and the revolution gear independent of a ratio of the respective diameters of the second gear and the revolution gear. Sensors may determine the rotational positions of the position sensor and the revolution sensors.

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: An adjustment assembly having a rotary encoder, riflescopes incorporating the same, and related methods are provided. In one example, an adjustment assembly includes a first rotational component configured to rotate about an axis, a first gear coupled with the first rotational component and a second gear coupled with the first rotational component. The assembly further includes an encoder. The encoder includes a position gear engaged with the first gear, the first gear and the position gear having a 1:1 gear ratio, and a revolution gear engaged with the second gear, the second gear and the revolution gear having a gear ratio other than 1:1, wherein the gear ratio of the second gear and the revolution gear independent of a ratio of the respective diameters of the second gear and the revolution gear. Sensors may determine the rotational positions of the position sensor and the revolution sensors.

Abstract: In certain embodiments, a trigger assembly including a bi-stable switch system configured to selectively engage a portion of the sear in a first state and to transition from the first state to a second state to selectively disengage the portion of the sear in response to an electrical signal.

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: 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: 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: 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: 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: 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: In certain embodiments, a trigger assembly including a bi-stable switch system configured to selectively engage a portion of the sear in a first state and to transition from the first state to a second state to selectively disengage the portion of the sear in response to an electrical signal.

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: 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 toothbrush (100) may include an audio component (140) configured to operate as a microphone to receive an audio signal in a first mode of operation and to operate as a speaker to output the audio signal through the body (148) of the toothbrush (100) in a second mode of operation. Another toothbrush (100) may include a motor (271) for powering one or more moveable elements (227) and a processor (392) to monitor and maintain a variable, such as the motor speed or voltage applied, associated with the motor (271). Another toothbrush (100) may include a single operation mode button (FIGS. 13A-13C) to change a mode of operation of moveable elements (227) on the toothbrush (100) and audio signals transmitted through an output (148) of the toothbrush (100).

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 toothbrush (100) may include an audio component (140) configured to operate as a microphone to receive an audio signal in a first mode of operation and to operate as a speaker to output the audio signal through the body (148) of the toothbrush (100) in a second mode of operation. Another toothbrush (100) may include a motor (271) for powering one or more moveable elements (227) and a processor (392) to monitor and maintain a variable, such as the motor speed or voltage applied, associated with the motor (271). Another toothbrush (100) may include a single operation mode button (FIGS. 13A-13C) to change a mode of operation of moveable elements (227) on the toothbrush (100) and audio signals transmitted through an output (148) of the toothbrush (100).