Abstract: A system and method for providing a virtual approach signal restriction upgrade between physical signaling components is presented. In one embodiment, in a CTC type of operation, the use of a virtual signal with signal type functionality to split a block into two or more sections can allow a train currently governed by an approach indication to accelerate on a clear indication if the advance signal indication upgrades. The addition of audio frequency type circuits with the advance signal indication can allow a train to upgrade from a restricting indication to an approach or clear indication, while protecting open HT switches, broken rail, hazards, and follow up moves. The present invention provides a system for allowing trains to upgrade from a “restricting” indication to an “approach” or “clear and accelerate” indication with an upgraded PTC track line for the segment.

Abstract: A system that includes a controller that may receive one or more input characteristics related to upcoming movement of a group of vehicles, the one or more input characteristics indicative of an amount of energy needed to move the group of the vehicles along a segment of a route. The controller may also calculate a threshold range of tractive effort needed to move the group of the vehicles along the segment of the route based on the one or more characteristics and to monitor the tractive effort expended by a propulsion-generating vehicle of the vehicles in the group to move one or more of the vehicles in the group, and determine whether the vehicles in the group are coupled with each other or whether two or more of the vehicles are not coupled with each other based on the tractive effort that is monitored and the threshold range.

Abstract: A method and an apparatus for a train control system are disclosed, and are based on virtualization of train control logic and the use of cloud computing resources. A train control system is configured into two main parts. The first part includes physical elements of the train control system, and the second part includes a virtual train control system that provides the computing resources for the required train control application platforms. The disclosed architecture can be used with various train control technologies, including communications based train control, cab-signaling and fixed block, wayside signal technology. Further, the disclosure describes methodologies to convert cab-signaling and manual operations into distance to go operation.

Abstract: A loading frame includes a rectangular u-shaped frame with an opening at one side, forks extendable and retractable between the closed side and the open side of the U-shaped frame, loading frame wheels on one arm of the U-shaped frame, and a truck interface on the other arm of the U-shaped frame. The loading frame wheels and truck interface support travel of the frame in a direction other than the direction of travel of the forks between the open and closed sides of the U-shaped frame.

Abstract: Systems and embodiments herein describe an augmented reality (AR) object rendering system. The AR object rendering system receives an image, generates a set of noise parameters and a set of blur parameters for the image using a neural network trained on a paired dataset of images, identifies an AR object associated with the image, modifies the AR object using the set of noise parameters and the set of blur parameters, displays the modified augmented reality object within the image.

Abstract: A utility vehicle including a housing configured for storing goods therein during transport. A handlebar extends into a chassis sleeve defined by a chassis. The handlebar is slidably moveable forward and backward within the chassis sleeve. A sensor includes a flexible member having a first end mounted to the chassis sleeve and a second end mounted to the handlebar. The sensor is configured to sense a magnitude and a direction of a force exerted on the handlebar by an operator. A control module is in communication with the sensor and a motor. The control module is configured to control motor speed and motor direction of the motor based on the magnitude and the direction of the force exerted on the handlebar by the operator as sensed by the sensor.

Abstract: Reconfigurable buggy's are described, designed to releasably connect two individual buggy's to form one in-line tandem buggy. Methods of coupling and uncoupling are also described along with a connection detail kit that a consumer may look to purchase separately to a buggy or buggy's. In one aspect, the buggy's are releasably coupled via a connection detail so that the first buggy is linked ahead of the second buggy via the connection detail to form an in-line tandem buggy. An advantage of the above may include versatility to the consumer allowing them to purchase individual buggy's and separately a connection detail. This means the consumer may use the two buggy's individually or combined together and operable by one person.

Abstract: A system to transport infant children is provided. The system comprises a chassis having a frame; a pair of rear legs pivotally coupled to the frame at a rear leg pivoting axis; and a pair of front legs, each front leg pivotally coupled to a respective rear leg at a front leg pivoting axis, wherein the rear legs and the front legs are retracted and proximate the frame in a first transport condition, and wherein the rear legs and the front legs are deployable away from the frame to a second transport condition. The system may also comprise an infant car seat coupled to the chassis.

Abstract: An infant transport system is provided, comprising: an infant car seat; and a chassis coupled to the infant car seat. The chassis comprises a frame; a pair of rear legs pivotally coupled to the frame; and a pair of front legs, where each front leg is pivotally coupled to a respective rear leg, and wherein the rear legs and the front legs are retracted and proximate the frame in a first transport condition, and wherein the rear legs and the front legs are deployable away from the frame to a second transport condition. In the first transport condition, the rear legs are releasably secured to the infant car seat and the front legs are releasably secured to the chassis.

Abstract: A convertible infant car seat and stroller assembly is provided, comprising: an infant car seat shell; and a chassis coupled to the infant car seat, comprising: a frame; a pair of rear legs pivotally coupled to the frame; and a pair of front legs, each front leg pivotally coupled to a respective rear leg, wherein the rear legs and the front legs are retracted and proximate the frame in a first transport condition usable as in infant car seat, and wherein the rear legs and the front legs are deployable away from the frame to a second transport condition usable as a stroller; wherein, in the second transport condition, the front legs and the rear legs are releasably secured to the chassis frame in the deployed position to prevent the front legs and the rear legs from pivoting.

Abstract: A convertible stroller is provided that includes a shell configured to support an infant. A pair of rear legs are pivotally coupled to the shell and a pair of front legs are pivotally coupled to a respective rear leg. The rear legs and the front legs are retractable to a first transport condition, and deployable away from the shell to a second transport condition usable as a stroller. A front wheel may be coupled to each front leg that is rotatable about a horizontal axle in the second transport condition. Each front wheel has a post that acts as an axis of rotation in the second transport condition. A cam sleeve is provided that is movably disposed on each post. In a first position, the cam sleeve allows rotation about the axis of rotation, and in the second transport condition prevents rotation of the front wheel about the axis of rotation.

Abstract: A chassis for a convertible infant car seat and stroller assembly is provided comprising: a frame; a pair of rear legs pivotally coupled to the frame and a pair of front legs, each pivotally coupled to a respective rear leg. The rear legs and the front legs are retracted and proximate the frame in a first transport condition usable as in infant car seat, and are deployable away from the frame to a second transport condition usable as a stroller. At least a first spring is coupled between the frame and the front legs, the first spring providing a biasing force to pivot the front legs towards the first transport condition.

Abstract: A method for steering wheel touch detection is disclosed. The steering wheel is partitioned into at least one touch detection region and each touch detection region includes at least one touch detection sensor that is provided with a touch detection channel. For each touch detection channel, the method includes configuring a reference load with a preset capacitance value and reference resistance value, measuring a capacitance value and resistance value of the reference load, and determining from the reference and measured capacitance and resistance values whether the operation of the touch detection channel is normal. If the operation of the touch detection channel is normal, the touch detection channel is used to perform touch detection of the steering wheel based on measured resistance and capacitance.

Abstract: A plastic bearing for a steering column includes a housing, an inner race, and a middle race. A retainer and balls are arranged between the middle race and the inner race. An accommodating cavity is formed in the housing; the middle race is arranged in the accommodating cavity. Guide protrusions are arranged on an inner wall of the accommodating cavity. Two positioning protrusions are arranged on an outer wall of the middle race, and an insertion groove is formed between the two positioning protrusions. The guide protrusion is matched with the insertion groove. Buckles are arranged on the inner wall of the accommodating cavity. Clamping blocks are arranged on the outer wall of the middle race, and the clamping blocks are clamped in the buckles. The overall structure of the plastic bearing for a steering column is more compact and simple and can be easily and conveniently assembled.

Abstract: A steering assembly basically includes a steering gearbox, a bracket, a rotational motion restriction structure, and a translational motion restriction structure. The steering gearbox includes a housing and a steering rack. The steering rack has a first rack end and a second rack end. The bracket is coupled to the first rack end. The bracket includes a first tie rod connection located axially inward of the first rack end and the second rack end with respect to a longitudinal center axis of the steering rack. The rotational motion restriction structure is configured to restrict rotational movement of the bracket relative to the longitudinal center axis of the steering rack. The translational motion restriction structure is configured to limit translational movement of the steering rack along the longitudinal center axis of the steering rack. The rotational motion restriction structure and the translational motion restriction structure are located at different locations.

Abstract: A steer-by-wire steering system for a vehicle includes: a reaction force actuator to which an operation member is connected such that the reaction force actuator is moved by the operation member, the reaction force actuator including a power source by which the reaction force actuator applies an operation reaction force to the operation member; a steering actuator to which a wheel is connected, the steering actuator including a power source by which the steering actuator steers the wheel; and a controller configured to control the reaction force actuator and the steering actuator. The controller is configured to execute, for the reaction force actuator, the steering actuator, or both the reaction force actuator and the steering actuator, a neutral position setting processing of setting a neutral position in a motion range and a motion position hold processing of holding a motion position at the neutral position by the power source.

Abstract: A method to control a steering system or a sub-system of a road vehicle including a controller to operate in a normal mode with full steering functionality and no quality problems and at least two degraded operation modes with degraded operation of the steering system, the controller including an evaluator including an allocation between degradation levels of the steering system or the sub-system and operation modes, and the method includes determining an overall degradation level for the steering system or the sub-system by collecting single individual degradation levels of the steering system or the sub-system in the evaluator and determining an overall degradation level as a level with a highest degradation of the single individual degradation levels which in a corresponding operation mode provides enough performance of the steering system for an expected maximum power request.

Abstract: A vehicle guidance system and method includes at least one guidance sensor configured to mount on or adjacent to a pantograph along a lateral width of the pantograph. The pantograph installs on a vehicle and conducts electrical energy from a conductive pathway as the vehicle travels along a route. The vehicle guidance system and method includes a controller that receives one or more sensor signals generated by the at least one guidance sensor and determines a lateral position of the conductive pathway relative to the pantograph based on the one or more sensor signals.

Abstract: A method for operating an electrical steering system of a vehicle. The method includes: providing the electrical steering system, which has an input device, which can be operated by an operator of the vehicle by changing an input position, and a steering device, which implements a steering movement of the vehicle by changing a wheel position angle of at least one vehicle wheel of the vehicle; executing an automated steering movement, in which an input position change and a wheel position angle change take place, and for which a starting time point, an input position change profile, and a wheel position angle change profile are specified to implement a calculated vehicle trajectory of the vehicle. The operator is notified when the automated steering movement is executed in that one or more notification measures are carried out. An electrical steering system is also described.

Abstract: A control apparatus for PI-controlling a control input value to a control object on the basis of a difference between a target value to the control object and an output value from the control object, the control apparatus includes an estimation part that estimates an amount of deviation in a control model, in which a differential of an output value of the control object including measurement noise is defined by the control input value and an amount of deviation of the output value of the control object from an output value of a normative model, by means of a Kalman filter composed of a state space model, a calculation part that obtains the control input value on the basis of the estimated amount of deviation, a proportional gain, and an integral gain, and an adjustment part that adjusts a parameter for setting a Kalman gain of the Kalman filter.

Abstract: A method for providing over learn protection for torque steer mitigation includes receiving a compensation torque value corresponding to a torque offset associated with a transmission torque and receiving a handwheel torque value associated with a handwheel of a steering system. The method also includes detecting a mathematical sign of the compensation torque value, detecting a mathematical sign of the handwheel torque value, and determining whether the mathematical sign of the compensation torque value is the same as the mathematical sign of the handwheel torque value. The method also includes, in response to a determination that the mathematical sign of the compensation torque value is not the same as the mathematical sign of the handwheel torque value, adjusting one or more learned gains, and generating an inverted compensation torque value by inverting the mathematical sign of the compensation torque value.

Abstract: A vehicle configured to perform a tank steer operation includes a differential having a differential case, first and second half shafts operably coupled to the differential, a drive unit configured to drive the vehicle, and a gearbox assembly coupled to the drive unit. The vehicle is selectively operable in a tank steer mode that rotates one or more wheels on a first side of the vehicle in a first direction, and rotates one or more wheels on an opposite second side of the vehicle in a second direction opposite the first direction to rotate the vehicle. The vehicle operates in the tank steer mode by selectively grounding the differential case and connecting an output of the gearbox assembly to the first half shaft, such that the drive unit rotates the first half shaft in the first direction and, via the differential, rotates the second half shaft in the second direction.

Abstract: Evasive steering assist (ESA) systems and methods for a vehicle utilize a set of vehicle perception systems configured to detect an object in a path of the vehicle, a driver interface configured to receive steering input from a driver of the vehicle via a steering system of the vehicle, a set of steering sensors configured to measure a set of steering parameters, and a controller configured to determine a set of driver-specific threshold values for the set of steering parameters, compare the measured set of steering parameters and the set of driver-specific threshold values to determine whether to engage/enable an ESA feature of the vehicle, and in response to engaging/enabling the ESA feature of the vehicle, command the steering system to assist the driver in avoiding a collision with the detected object.

Abstract: The invention relates in particular to a device for reinforcing a rear axle of a vehicle, which comprises an electric motor and a fuel tank having a concavity able to provide passage for an exhaust pipe. The vehicle comprises a vehicle floor. The reinforcing device comprises a cradle (5) having two arms (50, 51) between which the electric motor can be received. The device further comprises an elongate reinforcing element (6) which extends in a direction perpendicular to the two arms (50, 51) from one (50) of the two arms in the center thereof, the elongate reinforcing element (6) being able to extend above the floor of the vehicle and in the concavity of the fuel tank, the elongate reinforcing element having an element length and a receiving housing which extends over the entire element length to provide passage for the exhaust pipe.

Abstract: A vehicle suspension arrangement includes a suspension slider assembly including first and second laterally spaced longitudinal frame members configured to be slidably coupled to a first vehicle frame member, first and second gusset members fixed to the first and second longitudinal frame members and each including a relief, a first lateral frame member extending between the first and second longitudinal frame members, the first lateral frame member having ends received within the reliefs, an axle member configured to support a pair of wheel assemblies, and a suspension assembly configured to support the suspension slider assembly from the axle member, the suspension assembly including a spring member positioned between the suspension slider assembly and the axle member.

Abstract: A land vehicle includes a frame structure, a plurality of wheels, and an impact management system. The frame structure includes an operator cage that at least partially defines an operator cabin and a rear compartment positioned rearward of the operator cage in a longitudinal direction. The frame structure includes a pair of rails that each extends in the longitudinal direction from a first end arranged adjacent a pair of front wheels to a second end arranged adjacent a pair of rear wheels. The plurality of wheels are supported by the frame structure. The plurality of wheels includes the pair of front wheels and the pair of rear wheels. The pair of front wheels are positioned forward of the pair of rear wheels in the longitudinal direction.

Abstract: The invention relates to a side-rail partition (2) intended to be mounted in an inner side rail (1) of a motor vehicle body, said side-rail partition (2) being composed principally of a U-shaped component whose wings extend perpendicularly with respect to the web or central wall of said side-rail partition (2), characterized in that it additionally has at least one reinforcement wall extending from the central wall between the edges of the wings of the side-rail partition (2). Application to the reinforcement of a vehicle body against lateral impact.

Abstract: A front body assembly for a vehicle, wherein the front body assembly comprises a bumper and wheel-well assembly, a cowl connectable to the front bumper and wheel-well assembly, and a utility bay disposed in one of the front bumper and wheel-well assembly and the front cowl. The utility bay comprises one or more headlight pocket and mounting and support structure that is structured and operable to interchangeably secure a fascia panel and a headlight assembly within the utility bay.

Abstract: A vehicle rear structure comprises a rear bumper, and, a standing wall integral with or separate from the rear bumper, wherein the rear bumper comprises: a side wall forming a side surface of the vehicle at a rear side of a rear wheel; and a horizontal flange extending inward in a vehicle width direction from a lower end of the side wall, and the standing wall extends upward from an edge of the horizontal flange at an inner side in the vehicle width direction.

Abstract: A floor structure for a vehicle includes: side sills, extending along a vehicle front-rear direction on outer sides in a vehicle width direction of the vehicle; a floor panel, disposed on inner sides of the side sills in the vehicle width direction, and including a panel section disposed below a cabin and a flange section joined to the side sill; and a floor cross member, disposed at a rear end of the floor panel in the vehicle front-rear direction. The panel section includes: a front panel section; and a rear panel section. The flange section is formed with a joggle section, and a rear end of the joggle section corresponds to the front panel section in the vehicle width direction. The floor cross member is sandwiched and joined by the side sill and the flange section at the joggle section and a first joint section is formed.

Abstract: A floor structure for a vehicle is capable of suppressing vibration of a floor panel with a simple structure. The floor structure for the vehicle includes: side sills, which are disposed on opposite outer sides of the vehicle in a vehicle width direction; a floor tunnel, which is disposed on an inner side in the vehicle width direction in parallel with the side sills; and a floor panel, which is disposed between the side sill and the floor tunnel, and includes a floor frame extending along a vehicle front-rear direction and multiple transverse beads extending along the vehicle width direction. At least a part of the transverse beads extends to a position overlapping with the floor frame and intersects with the floor frame.

Abstract: This is a configurable truck rack system designed with a rack platform, a number of posts, and a number of corresponding base plates, which can be installed on a truck bed. The rack platform comprises a sliding rail, a fixed rail, and a plurality of crossmembers, wherein the sliding rail is attached to the fixed rail through a number mounting brackets secured by a plurality of tension release knobs and locking nuts. The truck rack platform is configured such that a slide layer is placed between the sliding rail and the fixed rail. The truck rack platform and the posts can be removed from the truck and converted into a workbench, through the addition of a work surface attachment. The truck rack platform is designed such that the sliding rail can move bi-directionally and extend over the rack platform in order to accommodate larger items.

Abstract: A cargo transport rear frame includes a par of posts spaced apart in a width direction, an upper cross member extending along the width direction between respective upper ends of the pair of posts, and a rear bolster extending along the width direction between respective lower ends of the pair of posts. The rear bolster has a first side facing in a forward direction that is perpendicular to both the width and height directions, and the rear bolster has a second side facing in a rearward direction to be exposed to a rear side of the cargo transport rear frame. The rear bolster comprises a sheet metal stamping including a base surface and a relief embossed in the rearward direction from the base surface to form a loading dock engagement feature configured to withstand repeated loading dock impacts.

Abstract: A deflector structure for a truck unit having a cab, the deflector structure being configured to form a barrier surrounding at least part of the gap between the cab and a trailer to be towed by the truck unit, the deflector structure comprising a flexible frame fixed to the cab, the flexible frame comprising a plurality of bouncy cushions extending rearwardly towards the trailer at least in an inflated configuration, and at least a flexible canvas held by the flexible frame and/or by the cab and guided by the bouncy cushions to form the barrier.

Abstract: Disclosed herein is an articulating fifth wheel fixation device that includes a tube and a shaft. The tube includes a slot disposed along the length of the tube. The shaft is positioned inside a hollow portion of the tube. The shafts include a handle attached to a first end of the shaft. The shaft extends outward beyond the outer circumferential edge of the tube through the slot. Further discloses a pneumatic fifth wheel fixation system includes a compressor a pneumatic cylinder, a tube, and a shaft with the hand. The shaft is positioned inside a hollow portion of the tube. The shafts include a handle attached to a first end of the shaft. The shaft extends outward beyond the outer circumferential edge of the tube through the slot.

Abstract: A tensioning assembly for modulating a tension in a track of a vehicle track system, the vehicle track system including a wheel with a wheel axle, the track extending at least partially around the wheel, the tensioning assembly comprising: an indicator for providing an indication when the wheel axle is in a predetermined position corresponding to a predetermined tension in the track, the indication being based on one or both of (i) a predetermined position of a first member of the tensioning assembly relative to a second member of the tensioning assembly, and (ii) a predetermined position of the resilient assembly relative to a frame.

Abstract: A tracked vehicle having a track tensioner and a method for adjusting a track tension of a continuous track of a tracked vehicle is disclosed. The track tensioner includes a ball head spindle engaged with an idler wheel support that is engaged with an idler wheel. The idler wheel is engaged with the continuous track. The ball head spindle linearly moves relative to a hull of the tracked vehicle to increase or decrease the tension of the continuous track. A locking device selectively locks the ball head spindle from moving. An energy is supplied to the ball head spindle and the locking device to move or lock the ball head spindle from moving. An operating unit, a control unit, and an energy supply unit control movement of the track tensioner allowing the track tension to be adjusted from the interior of the tracked vehicle.

Abstract: An example method may include i) determining a first distance between a pair of feet of a robot at a first time, where the pair of feet is in contact with a ground surface; ii) determining a second distance between the pair of feet of the robot at a second time, where the pair of feet remains in contact with the ground surface from the first time to the second time; iii) comparing a difference between the determined first and second distances to a threshold difference; iv) determining that the difference between determined first and second distances exceeds the threshold difference; and v) based on the determination that the difference between the determined first and second distances exceeds the threshold difference, causing the robot to react.

Abstract: A modular compact trailer for a utility terrain vehicle or an all-terrain vehicle that includes a trailer frame with a bed and a plurality of walls, at least two axle retention boxes, at least two axles, and a tongue. The at least two axles that are removably couplable to a corresponding axle retention box. The tongue is removably couplable to a front end of the trailer. The modular compact trailer includes a storage configuration in which the trailer frame is upright with components stored within the trailer frame. The modular compact trailer includes a transportation configuration in which the trailer frame fits within a bed of a standard truck bed with components stored within the trailer frame. The modular compact trailer includes an assembled configuration, the at least two axles are attached to the corresponding axle retention box and the tongue is attached to the front end of the trailer.

Abstract: An attachment method basically includes detecting a vehicle body side error; a detecting a module side error; correcting the position of a module in the X, Y and Z directions and the angles W, P, and R with respect to each axis based on the vehicle body side and the module side errors; detecting a vehicle body center Bc by measuring both the left and right sides of a vehicle body using the vehicle body side error; detecting a module center by measuring both the left and right sides of the module using the vehicle body side error; and correcting the position of the module based on the vehicle body center and the module center to realize sufficient accuracy by correcting position errors of the vehicle body and the module even in a case in which a positional error exist.

Abstract: Lock mounting assemblies are disclosed for storing and mounting a locking apparatus to a transportation device. The mounting assemblies include one or more straps or connectors for securing the mounting assembly to the transportation device. The mounting assemblies having a structure to securely retain the locking apparatus on the transportation device and provide easy access to and release of the locking apparatus from the mounting assembly.

Abstract: A fairing assembly that includes a fairing body and a storage compartment attached to the fairing body. The storage compartment includes a frame housing that serves as a load-bearing structural member of the fairing body. The frame housing includes an upper frame housing member and a lower frame housing member that collectively define an interior space that receives a retractable drawer mounted therein. The retractable drawer is selectively moveable in a longitudinal direction relative to the frame housing between a closed position and an open position.

Abstract: An accessory mounting system for mounting an accessory on a vehicle is provided. The accessory mounting system includes a mounting assembly which has an elongated rail removably connectable to the vehicle. The elongated rail is provided with a slot extending therealong and which opens on a top surface of the elongated rail. The mounting assembly also includes a connector having a head portion slidably mounted within the slot, and a shank portion extending from the head and vertically above the top surface of the elongated rail. The mounting assembly also has a mounting fixture connectable to the connector and adapted to selectively have a portion of the accessory be connected thereto, the mounting fixture is connected to the connector in a manner such that moving the connector along the slot correspondingly displaces the mounting fixture along the elongated rail to adjust the position of the accessory on the vehicle.

Abstract: A bicycle component is basically provided with a wireless communication circuit, a user interface and a controller. The wireless communication circuit is configured to wirelessly communicate with a first additional bicycle component in a first pairing state where a first pairing between the bicycle component and the first additional bicycle component is established. The user interface is configured to accept a user input. The controller is electrically connected to the wireless communication circuit and the user interface. The controller is configured to perform a reset operation to reset the first pairing in response to the user input being provided to the user interface.

Abstract: The tilting saddle-riding motor vehicle (1) includes a frame (3), two front steered wheels (11A, 11B) and two rear driving wheels (15A, 15B). The front steered wheels and the frame are adapted to perform a tilting movement during travel, while the rear driving wheels are supported on a carriage (19) which does not have a tilting movement and is connected to the frame by means of a tilting joint, which allows the frame to rotate around the roll axis, for example on a bend, while the carriage (19) does not participate in the tilting movement, i.e. it does not tilt to the right or left.

Abstract: A fork for a cycle comprising a steerer having a first end and a second end, a first and second fork blade, and a crown with two ends. The second end of the steerer attaches to the crown between the two ends of the crown with the steerer extending from the crown to the first end of the steerer. Each fork blade extends from opposite ends of the crown in a direction opposite the second end of the steerer thereby forming a cavity in between the first fork blade and the second fork blade. The first fork blade has a first attachment assembly at a distal end of the first fork blade to attach to a first cycle wheel in the cavity. The second fork blade has a second attachment assembly at a distal end of the second fork blade adapted to attach a second cycle wheel in the cavity.

Abstract: A bike includes a frame having a front fork rotatably engaged with a front wheel, a rear fork rotatably engaged with a rear wheel, a handlebar supported for steering the bike, and a drive module configured to drive the rear wheel of the bike when operated selectively with power. The frame includes a down tube extending downward and rearward from the front end of the bike and a drive module enclosure formed at a second end of the down tube and defining a drive module receptacle to receive the drive module. An alignment structure is positioned between the drive module and the inner surface of the drive module enclosure. The drive module is positioned within the drive module receptacle to form an engagement between the alignment structure and the drive module to support a first portion the drive module within the drive module receptacle.

Abstract: A derailleur basically includes a base member, a movable member, a linkage assembly, a power source receiving part and a cover member. The power source receiving part is provided to at least one of the base member, the movable member and the linkage assembly. The power source receiving part receives a power source. The cover member is movable in a first direction to switch from a cover detachment state and a cover attachment state in which the cover member at least partially covers the power source receiving part. The cover member includes first and power source contact surfaces. The first power source contact surface contacts the power source in a holding state where the power source is held in the power source receiving part. The second power source contact surface contacts the power source during an operation for moving the cover member in the first direction.

Abstract: A bicycle gearshift mechanism has a base element, a pivot mechanism, a movable element, and a chain guide arrangement. The pivot mechanism connects the base element to the movable element. The chain guide arrangement is connected, rotatably about a rotary axle, to the movable element.

Abstract: A bicycle with an electric pedal assist motor capable of driving a chainring independent of cranks includes wheel speed sensors and crank cadence sensors. The wheel speed sensors and the crank cadence sensors measure wheel speed and crank cadence, respectively, and provide the measured wheel speed and crank cadence to controller of the bicycle. The controller activates motor overdrive based on the measured wheel speed and/or the measured crank cadence.