TRANSMISSION

TECHNICAL FIELD

[0001] The present invention relates to a device for providing automatic continuously variable transmission to a vehicle, more particularly, to a bicycle. The present invention also relates a continuously variable transmission system and improvements adapted to be used with a bicycle, wherein the bicycle is powered by either human movement or a motor or both.

BACKGROUND

[0002] Conventional bicycles are provided with a chainring which is attached to the pedal shaft, from which the rotational movement supplied to the pedals from the pedalling of the rider is transmitted through a chain to a pinion aided by a pawl system which allows the free rotation of the wheel in a specific direction. Other conventional bicycles are provided with several pinions with different diameters and consequently with a different number of cogs in order to vary the transmission. This brings about the use of complex change mechanisms which require a high degree of precision.

[0003] US Patent Application Publication No. US20070155567A1, discloses traction planets and traction rings operationally coupled to a planetary gearset to provide continuously variable transmission (CVT). The CVT can be used in any machine or vehicle such as a bicycle where there is a need to adjust the ratio of input speed to output speed. The drive train of a bicycle typically consists of pedals coupled to cranks for driving a crankshaft, which is typically received in, and supported by, frame members of the bicycle. The crankshaft is coupled to a sprocket that transfers power to the rear wheel of the bicycle by a chain. A cog at the rear wheel receives power from the chain and is adapted to interface with the rear wheel hub for driving the rear wheel of the bicycle. Some bicycles are provided with internally geared hubs, where a set of gears is arranged to receive power from the cog and drive the rear wheel. In some applications, a bicycle is provided with a CVT at the rear hub to drive the rear wheel. [0004] Bicycles and electric bikes (ebikes) have only a few practical options for a drive system to transfer power from the motor (or pedals) to the wheels. The most common ones include the derailleur, the hub gear and single speed bicycles (without any change in gears).

[0005] There is no CVT system that ideally suits an electric bike. Bicycles with mid drive motors generally have the gear system behind the motor and allow the bicycle to shift down to a lower gear to climb hills. In this type of system, a derailleur system requires that the power is removed from the drive chain when shifting. However, this system is motor driven and the power is always on. As such, this results in noise and damage to the gears, especially in high powered electric bikes (ebikes), such as ones that uses up to 1000 Watts of power. Further, these ebikes have more power and accelerate fast, the gear system typically designed for bicycles can have gears which are too close and so making the rider to have to repeatedly shift gears or skip gears.

[0006] Other electric bicycles have hub drives that can regenerate power from braking however these hub drives are bulky. There is a long felt need for a mid-drive electric bicycle that can regenerate power from braking. There is also a continuing need in the bicycle industry for variators and control systems that provide improved performance and operational control.

[0007] Any discussion of the prior art throughout the specification should in no way be considered as an admission that such prior art is widely known or forms part of common general knowledge in the field.

SUMMARY

[0008] PROBLEMS TO BE SOLVED

[0009] It may be advantageous to provide a bicycle gearing device that is low cost, low weight, robust and reliable. [0010] It may be an advantage to provide a bicycle gearing device that may be sealed from dirt.

[0011] It may be an advantage to provide a bicycle gearing device that may have a wide range of gearing and can fit many bicycles.

[0012] It may be an advantage to provide a bicycle gearing device that may be continuously variable, automatic and can transfer high torque to and from the rear wheel of the bicycle.

[0013] It may be an advantage to provide a bicycle gearing device that may regenerate energy back into a power source.

[0014] It may be an advantage to provide a bicycle gearing device that may use at least one drive wheel that applies a rotational force to the drive disk which in turn rotates the tyre of the vehicle.

[0015] It may be an advantage to provide a bicycle gearing device that can continuously vary the ratio by moving the at least one drive wheel inwards towards the centre of the drive disk for low ratios and outwards to the circumference of the drive disk for higher ratios.

[0016] It may be advantage to provide a bicycle gearing device with a compression pressure sensor which may allow for varying the compression pressure applied to the at least one drive wheel against the drive disk when it may be outside a predetermined threshold.

[0017] It may be advantage to provide a variance in compression pressure applied to the at least one drive wheel against the drive disk which may ensure that power may be transferred when under high torque loads or less pressure under low loads. [0018] It may be a further advantage to provide a variance in compression pressure which may ensure that the minimum pressure may be applied for given loads for minimising drag.

[0019] It may be an advantage to provide a bicycle gearing device that may optimise for the minimum drag for the load conditions.

[0020] It may be an advantage to provide at least one drive wheel with a high friction surface in one direction to transfer the drive forces but less friction to change ratios.

[0021] It may be an advantage to provide ridges radiating radially outwards on the drive disk and/or provide ridges across the wheel for the at least one drive wheel to create a higher friction in the drive direction compared to across the wheel.

[0022] It may be an advantage to use friction from braking as a means for recharging the power source such as a battery whilst riding the bike when slowing down, controlling speed on steep hills and stopping.

[0023] It may be an advantage to use kinetic energy from riding the bicycle as a means for recharging the power source such as a battery.

[0024] It may be an advantage to provide braking pads that engage with the drive disk such that a separate disk rotor may not be required.

[0025] It may be an advantage to manually control the pressure and the position of the at least one drive wheel on the drive disk by providing levers or an adjusting dial on the handlebars of the bicycle.

[0026] It may be an advantage to use a mechanism to assist in controlling the pressure and the position of the at least one drive wheel on the drive disk by providing mechanical linkages to make some of the adjustment automatic for example when shifting gears or when releasing the pressure with the aid of a mechanical linkage. [0027] It may be an advantage to use a fully automatically sensors, electronics and software controlled motors or hydraulic actuators which may be used to adjust the pressure and the position of the at least one drive wheel on the drive disk.

[0028] It may be an advantage to replace the bicycle’s wheel spokes with a plate that may engage with the drive wheel directly onto the wheel of the bicycle to allow the drive wheel freedom to move from the bicycle’s wheel hub to the wheel rim in which such a configuration may have the advantage of allowing a higher ratio for climbing steep hills.

[0029] It may be an advantage to disengage the drive wheel or drive wheels from the drive disk or drive disks completely. This may disable the bike for security reasons to disable the bike from being ridden for example to prevent or discourage theft.

[0030] It is an object of the present invention to overcome or ameliorate at least one of the disadvantages of the prior art, or to provide a useful alternative.

[0031] MEANS FOR SOLVING THE PROBLEM

[0032] A first aspect of the present invention may relate to a device adapted for rotating a vehicle wheel, wherein the device comprises: a continuously variable transmission system having a first end and a second end; a motor connected to the first end, wherein the motor applies rotational force to the drive shaft; a first drive wheel and the pressure wheel or second drive wheel are extendable in a direction parallel to the longitudinal axis of the drive shaft; a drive disk having a first outer surface and a second outer surface, wherein the first drive wheel is adapted to engage with the first outer surface, and wherein the pressure wheel is adapted to engage with the second outer surface; the drive wheels are adapted to engage with the drive disk, wherein the compression force of the drive wheels to the drive disk is controlled by a pressure sensor, when the pressure is outside a predetermined pressure threshold, the sensor dynamically adjusts the positioning of the drive wheels to the drive disk; the drive disk connected to the vehicle wheel, wherein the rotational movement of the drive wheels rotate the drive disk which rotates the vehicle wheel. [0033] A second aspect of the present invention may relate to a device adapted for rotating a vehicle wheel, wherein the device comprises: a continuously variable transmission system having a first end and a second end; a motor connected to the first end, wherein the motor applies rotational force to the drive shaft; a first drive wheel connected to the second end, wherein the first drive wheel is extendable in a direction parallel to the longitudinal axis of the drive shaft; the first drive wheel is adapted to engage with the drive disk, wherein the compression force of the first drive wheel to the drive disk is controlled by a pressure sensor, when the pressure is outside a predetermined pressure threshold, the sensor dynamically adjusts the positioning of the first drive wheel to the drive disk; the drive disk connected to the vehicle wheel, wherein the rotational movement of the first drive wheel rotates the drive disk which then rotates the vehicle wheel.

[0034] A third aspect of the present invention may relate to a device adapted for rotating a vehicle wheel, wherein the device comprises: a continuously variable transmission system having a first end and a second end; a motor connected to the first end, wherein the motor applies rotational force to the drive shaft; a first drive wheel connected to the second end, wherein the first drive wheel is extendable in a direction parallel to the longitudinal axis of the drive shaft; the vehicle wheel comprising a drive disk; the first drive wheel is adapted to engage with the drive disk, wherein the compression force of the first drive wheel to the drive disk is controlled by a pressure sensor, wherein the pressure is outside a predetermined pressure threshold, the sensor dynamically adjusts the positioning of the first drive wheel to the drive disk; wherein the rotational movement of the first drive wheel rotates the vehicle wheel.

[0035] Preferably, the device further comprises a linear gear, wherein the linear gear is adapted to move the continuously variable transmission system transverse to the longitudinal axis of the drive shaft.

[0036] Preferably, the device further comprises a lever, wherein the lever moves the drive wheel along the longitudinal axis of the continuously variable transmission system to change the gear ratio. [0037] A fourth aspect of the present invention provides a device adapted for rotating a vehicle wheel, wherein the device comprises: a drive shaft having a first end and a second end; a motor connected to the first end, wherein the motor applies rotational force to the drive shaft; a first drive wheel and a pressure wheel connected to the second end, wherein the first drive wheel and the pressure wheel are extendable in a direction parallel to the longitudinal axis of the drive shaft; a drive disk having a first outer surface and a second outer surface, wherein the first drive wheel is adapted to engage with the first outer surface, and wherein the pressure wheel is adapted to engage with the second outer surface; the first drive wheel and pressure wheel are adapted to engage with the drive disk, wherein the compression force of the first drive wheel to the drive disk is controlled by a pressure sensor, when the pressure is outside a predetermined pressure threshold, the sensor dynamically adjusts the positioning of the wheels to the drive disk; the drive disk connected to the vehicle wheel, wherein the rotational movement of the drive wheels rotate the drive disk which rotates the vehicle wheel.

[0038] Preferably, the pressure wheel is connected to the drive shaft by a jack mechanism.

[0039] Preferably, the jack mechanism is a jackscrew.

[0040] Preferably, the jackscrew is moved by a cable mechanism for adjusting the drive wheel pressure to the drive disk. [0041] Preferably, the jack mechanism is a hydraulic system for adjusting the drive wheel pressure to the drive disk.

[0042] Preferably, the jackscrew is moved by the motor for adjusting the drive wheel pressure to the drive disk.

[0043] A fifth aspect of the present invention provides a device adapted for rotating a vehicle wheel, wherein the device comprises: a drive shaft having a first end and a second end; a motor connected to the first end, wherein the motor applies rotational force to the drive shaft; a first drive wheel connected to the second end, wherein the first drive wheel is extendable in a direction parallel to the longitudinal axis of the drive shaft; the first drive wheel is adapted to engage with the drive disk, wherein the compression force of the first drive wheel to the drive disk is controlled by a pressure sensor, when the pressure is outside a predetermined pressure threshold, the sensor dynamically adjusts the positioning of the first drive wheel to the drive disk; the drive disk connected to the vehicle wheel, wherein the rotational movement of the first drive wheel rotates the drive disk which rotates the vehicle wheel.

[0044] Preferably, the device comprises a linear gear, wherein the linear gear is adapted to move the drive shaft transverse to the longitudinal axis of the drive shaft.

[0045] Preferably, the device comprises a lever, wherein the lever moves the drive wheel along the longitudinal axis of the drive shaft to change the gear ratio. [0046] Preferably, the device comprises a power source in electrical communication with the motor, wherein the motor is adapted to dynamically adjust the positioning of the drive wheel, and wherein the power source is adapted to operate the pressure sensor.

[0047] Preferably, the device comprises a speed sensor for sensing the rotation speed of the vehicle wheel.

[0048] Preferably, the device comprises a processor, wherein the processor is in communication with the speed sensor, the processor is adapted to calculate and position the drive wheels.

[0049] Preferably, the speed sensor is a magnetic sensor.

[0050] Preferably, the drive disk is positioned between the first drive wheel and the vehicle wheel.

[0051] A sixth aspect of the present invention provides a device adapted for rotating a vehicle wheel comprising: a drive shaft having a first end and a second end; a motor connected to the first end, wherein the motor applies rotational force to the drive shaft; a first drive wheel connected to the second end, wherein the first drive wheel is extendable in a direction parallel to the longitudinal axis of the drive shaft; the vehicle wheel comprising a drive disk; the first drive wheel is adapted to engage with the drive disk, wherein the compression force of the first drive wheel to the drive disk is controlled by a pressure sensor, when the pressure is outside a predetermined pressure threshold, the sensor dynamically adjusts the positioning of the first drive wheel to the drive disk; wherein the rotational movement of the first drive wheel rotates the vehicle wheel.

[0052] Preferably, the drive disk comprises a plurality of grip ridges radially extending from the centre of the drive disk.

[0053] In another aspect of the present invention, there is provided a device adapted for rotating a vehicle wheel, wherein the device comprises: a first disk attached to the vehicle wheel engaging a first drive wheel; a second wheel is driven by a manual or electrical circular motion driver, wherein the first drive wheel is adapted to traverse radially along the first disk, such that a rotational ratio between the first disk and the motion driver is adjustable by traversing the first drive wheel radially along the first disk.

[0054] Preferably, the second wheel engages with a second disk, and the second disk is attached to the motion driver, such that the second wheel is adapted to traverse radially along the second disk.

[0055] Preferably, the first drive wheel is connected to the second drive wheel with a fixed length drive shaft.

[0056] Preferably, the first drive wheel is connected to the second drive wheel with an adjustable length drive shaft, and the adjustable length drive shaft comprises one or more lever for adjusting a length between the first drive wheel and the pressure wheel or second drive wheel.

[0057] Preferably, the lever is controlled by any one or more of a jack motor, linear motor, cable mechanism, hydraulic actuator or actuation means.

[0058] Preferably, the lever is controlled by a computer system in response to a speed of the vehicle wheel. [0059] Preferably, the device further comprises: one or more intermediate drive disks, each of which is engaging with an in coming drive wheel and an out-going drive wheel, wherein the in-coming drive wheels and out-going drive wheels are adapted to traverse radially along an intermediate drive disk; wherein each in-coming drive wheel is either connected to an out-going drive wheel or the second drive wheel; and each out-going drive wheel is either connected to an in-coming drive wheel or the first drive wheel; such that a rotational ratio between the first disk and the second disk is adjustable by traversing any one or more of the first drive wheel, the second wheel, the in -coming wheels, and the out-going wheels..

[0060] Preferably, the any one or more of the drive wheels are adapted to tilted toward or backward.

[0061] Preferably, the device according further comprises an electronic control system for holding any one or more of the drive wheels in a correct orientation.

[0062] Preferably, the first drive wheel is geared onto a geared drive disk.

[0063] Preferably, a distance between the first drive wheel and the second drive wheel is less than a distance between the centre of the first drive disk and the centre of the second drive disk.

[0064] Preferably, the first drive wheel is connected to a second drive wheel with a drive shaft comprising a plurality of two or more coupling rods attached to one another with a hinge, such that each of the coupling rods is adapted to move independently in such a way as to hold a constant a rotation ratio when the vehicle wheel moves up and down due to suspension.

[0065] Preferably, the first drive wheel is connected to a second drive wheel with a drive shaft comprising two coupling rods for adjusting a rotational speed of the second drive disk by moving one of the two coupling rods in an arc around the second disk.

[0066] In the context of the present invention, the words“comprise”,“comprising” and the like are to be construed in their inclusive, as opposed to their exclusive, sense, that is in the sense of“including, but not limited to”.

[0067] The invention is to be interpreted with reference to the at least one of the technical problems described or affiliated with the background art. The present aims to solve or ameliorate at least one of the technical problems and this may result in one or more advantageous effects as defined by this specification and described in detail with reference to the preferred embodiments of the present invention.

BRIEF DESCRIPTION OF THE FIGURES

[0068] Figure 1 depicts a shaft drive device in accordance with a first preferred embodiment of the present invention.

[0069] Figure 2 depicts a side sectional view of the continuously variable transmission system demonstrating the usage of mechanical linkages to control gear ratio and drive wheel pressure to one side of the Drive Disk in accordance with a further preferred embodiment of the present invention.

[0070] Figure 3 depicts a top view of the continuously variable transmission system showing usage of mechanical linkages to control gear ratio and Drive wheel pressure to one side of the Drive disk in accordance with another preferred embodiment of the present invention. [0071] Figure 4 depicts another side section view of the continuously variable transmission system showing paring between the drive wheel and dolly wheel and pressure applied to both sides of drive disk in accordance with another preferred embodiment of the present invention.

[0072] Figure 5 depicts another top view of the continuously variable transmission system where the Drive wheel is paired with a Dolly wheel and pressure applied to both sides of the Drive Disk in accordance with a preferred embodiment of the present invention.

[0073] Figure 6 depicts a side sectional view of the continuously variable transmission system where the Drive wheel tilts back and forwards to steer it to a new position on the Drive Disk with another preferred embodiment of the present invention.

[0074] Figure 7 depicts a side sectional view of the continuously variable transmission system showing the Drive Disk forming part of the bicycle wheel rim’s structure in accordance with another preferred embodiment of the present invention.

[0075] Figure 8 depicts a top view of the continuously variable transmission system showing the Drive Disk forming part of the bicycle wheel rim’s structure in accordance with another preferred embodiment of the present invention.

[0076] Figure 9 depicts a side view showing the drive disk on the front of the continuously variable transmission system in accordance with another preferred embodiment of the present invention.

[0077] Figure 10 depicts another side view showing the drive disk on the front of the continuously variable transmission system in accordance with another preferred embodiment of the present invention. [0078] Figure 11 depicts a side view showing tilting of front and rear drive wheels to assist with gear changes in accordance with another preferred embodiment of the present invention.

[0079] Figure 12 depicts a side view showing independent movement of both drive wheels on splines in accordance with another preferred embodiment of the present invention.

[0080] Figure 13 depicts a side view showing a three disc gear system in accordance with another preferred embodiment of the present invention.

[0081] Figure 14 depicts a side view showing a concept bike using the shaft drive in accordance with another preferred embodiment of the present invention.

[0082] Figure 15 depicts a side view showing another three disk gear system in accordance with another preferred embodiment of the present invention.

[0083] Figure 16 depicts a side view showing a two disk gear system in accordance with another preferred embodiment of the present invention.

[0084] Figure 17 depicts a side view showing a one disk gear system in accordance with another preferred embodiment of the present invention.

DESCRIPTION OF THE INVENTION

[0085] Preferred embodiments of the invention will now be described with reference to the accompanying drawings and non-limiting examples.

[0086] Whilst the present invention is illustrated and described in a preferred embodiment, a draft drive system for driving a vehicle, such as a bicycle, may be produced and vary in many different configurations, shape, sizes and forms. This is depicted in the drawings, and will herein be described in detail, as a preferred embodiment of the invention, with the understanding that the present disclosure is to be considered as an exemplification of the principles of the invention and the associated functional specifications for its construction and is not intended to limit the invention to the embodiment illustrated. Those skilled in the art will envision many other possible variations within the scope of the technology described herein.

[0087] The present invention may be based upon pressure variability which may ensure that the minimum pressure is applied for the given loads, which may mean minimum drag. For example, when the rider may be pushing hard, the pressure may increase. When cruising, less pressure may be applied, or very low pressure applied or completely released from contact when travelling down hills and when shifting gear ratios. Figure 14 shows a compact bicycle or an electric bicycle using the continuously variable transmission system.

[0088] Varying the pressure to the needs of the rider may mean that the continuously variable transmission system may be always optimising for the minimum drag for the load conditions. The success of the continuously variable transmission system requires that the drive wheel may be designed with a high friction surface in the one direction to transfer the drive forces, but less friction to change ratios.

[0089] The drive wheel may be designed with ridges radiating radially outwards on the drive disk and/or ridges in the drive wheel across the wheel for high friction in the drive direction but low across the wheel. Also, the pressure that may be applied to the drive wheel against the drive disk may be varied and may ensure that the power may be transferred during when under high torque loads or when under less pressure under low loads.

[0090] A continuously variable transmission system as illustrated in Figure 1 is chosen as this may provide a drive in the correct orientation. The continuously variable transmission system has the advantage of being oriented in a manner that correctly applies the drive wheel to the drive disk. Also, the continuously variable transmission system may transfer power back through the drive chain, for example to drive a dynamo and/or to charge a battery.

[0091] Charging a dynamo and/or a battery may occur when the rider engages the brakes or a by means of a separate Regeneration ‘Regen’ lever for manual operation or automatically or both. Regeneration may provide a means to add energy into the battery whilst riding the bike when slowing down, controlling speed on steep down hills and/or stopping. Adding energy back into the battery extends the useful lifetime of the battery and increases the range of the ebike before the battery runs out.

[0092] In another preferred embodiment, the continuously variable transmission system may further be used as a brake. One method is by adding braking pads that engage with the drive disk. This has the advantage of not requiring a separate disk rotor. The regular disk brake may be removed, and may thereby reduce weight and the number of components. Another method is to add brake pads to the continuously variable transmission system. Another method may involve locking the continuously variable transmission and controlling the braking by the pressure of the drive wheel on the drive disk.

[0093] The pressure of the drive wheel on the drive disk and the position of the drive wheel on the drive disk may be controlled in a manual, mechanically aided or fully automatic fashion. In the manual case, the rider may have levers or an adjusting dial on the handlebars. In the mechanically assisted case, mechanical linkages may be added to make some of the adjustment automatic. For example, when shifting gears or when shifting the pressure, the drive wheel may be released with the aid of a mechanical linkage. In the fully automatic case sensors, electronics and software-controlled miniature motors or hydraulic actuators are used to adjust the pressure and the position between the drive wheel and the drive disk.

[0094] In another preferred embodiment, the continuously variable transmission system may provide a continuously variable drive where the limits of the gear ratios may be limited only by the size of the wheel in the low range and the size of the wheel hub in the high range. For example, a 26-inch rim with 4-inch hub may offer a ratio of 6: 1 or 600%. The widest gear ratios may be available in derailleurs or hubs are up to 500%.

[0095] However, in practice a large drive disk is heavy, susceptible to damage from objects near the ground and requires a complicated means to move the drive wheel along such a large distance. Practically a smaller disk of no more than ½ the radius of the wheel is envisaged on a regular bicycle and ratios 300-400% would be achievable, comparable to a modern derailleur.

[0096] Another embodiment of the present invention is to replace the bike’s wheel spokes with a plate that accepts the drive wheel directly onto the bike’s wheel Figure 7 and Figure 8. This may remove the necessity to have a drive disk and would allow the drive wheel freedom to move from the bike’s wheel hub to the wheel rim. Such a configuration may have the advantage of allowing a much higher ratio for climbing very steep hills slowly and having a gear range as high as 1000%.

[0097] This gear system may be used on a variety of other applications where gear ratio changes may be needed, for example in industrial applications, to drive turbine compressors or in other forms of transport when fully automatic continuously variable gearing may be an advantage.

[0098] The bicycle pedal and mid-drive motor (shown in Figure 1) may turn the continuously variable transmission of the system shown in Figure 2 and Figure 3. A universal joint may allow the drive shaft freedom to move as the rear wheel moves (in the case of a full suspension bike) and as the pressure system moves, the drive wheel may move in and out against the drive disk. A seal may be shown to cover the universal joint to limit water and dirt ingress, though this may not be needed in all cases.

[0099] The continuously variable transmission may be contained in a housing to provide protection and to allow other items in the system to be attached. The end of the continuously variable transmission may be held by a captive system on the bike frame and the centre of the wheel in such a way as to allow movement in and out from the disk but not in any other manner.

[00100] A drive wheel may be attached to the end of the shaft via a spline. The spline may allow the drive wheel to move along the drive shaft. The drive wheel may be constructed to transfer power from the continuously variable transmission to the disk. The drive wheel may be made of a high friction compliant material such as a high wearing plastic (like a skate board wheel). The drive disk may be attached to the wheel of the bicycle, and may have ridges radially outwards to increase friction between the drive wheel and the drive disk. In a preferred embodiment, the drive disk may be a solid rigid disk able to support the forces of the tension wheel made of cast aluminium or similar material.

[00101] The movement of the drive wheel may be controlled by the shift coupling rod, which may be controlled by a cam and cable system that the rider operates from the handlebars of the bicycle. When the rider selects a new gear ratio, the cable may move the cam, which may move the shift-coupling rod to a new position, inwards or outwards on the drive disk and may result in changing the ratio.

[00102] The force of the drive wheel on the disk may be controlled by the pressure system, which in this drawing, may be mounted on the frame of the bike near the axle. A linear gear may be mounted on the continuously variable transmission that may engage with a rotating pressure gear mounted via a bearing to the bike frame.

[00103] The pressure gear may be controlled by a cable system, which may be controlled by the rider on the handlebars of the bike. In the simplest version of this system, the rider may manually controls the pressure. If the drive is slipping, the rider may apply more pressure via a lever. If the drive is providing too much drag, the rider may adjust for less pressure and therefore may produce less drag.

[00104] The drive disk may be required to be rigid and to not flex when the drive wheel is pressed against it. This may create high stress forces on the disk and may require a solid structure and a weight penalty Figure 4 and Figure 5. A thinner and lighter drive disk may be used if a corresponding dolly wheel is mounted directly on the other side of the drive disk to the drive wheel, in the same manner as a typical disk brake.

[00105] The drive wheel may move inwards and outwards on the drive disk to adjust the ratio, similar to the movement of the dolly wheel. This may be achieved by connecting both these wheels together with a mechanical structure. In this system, the pressure may be provided by a mechanical mechanism that squeezes (or clamps) the drive wheel and the dolly wheel together in a clamping motion like a brake pad system. With this system, a disk may be made thinner and lighter like the material typical to a bicycle disk brake rotor which may be light and inexpensive.

[00106] The clamping force between the drive wheel and the dolly wheel may be automatically or manually adjusted to suit the riding conditions. When the torque is high, if the rider is pedalling hard or the motor under full power the clamping force increases to reduce slippage. Under light loads, the clamping force may be reduced to lower friction.

[00107] The simplest method to create the clamping force may use a threaded rod such as a screw jack. When the screw jack rotates in one direction, the drive wheel and the dolly wheel may be pulled together, and when turned the other way, the drive wheel and the dolly wheel may be pulled apart. The screw jack may be moved by a cable mechanism connected to a lever on a bicycle’s handlebars. By moving the lever one way or another, the tension on the drive wheel may be adjusted.

[00108] A further mechanism may release the pressure of the drive wheel when the gears are being shifted like a clutch. The rider may pulls this release lever like a clutch when shifting gears. The tension of the drive wheel may be adjusted by a separate turn- screw on top of the clutch lever. The screw jack may also be rotated by an electric motor, which would suit an electric bike embodiment.

[00109] A further enhancement to the pressure system may be to replace the cable mechanism with a hydraulic system. This system would be very similar to a typical hydraulic disk brake, but rather than moving two brake pads, the system moves the drive wheel and the dolly wheel via a hydraulic actuator.

[00110] In another preferred embodiment of the present invention, ebikes may have motors that provide power to drive the bike forward. The preferred embodiment may further offer a continuously variable drive over a wide gear range, and is fully automatic and allows for regeneration power from braking, while being low cost, reliable, efficient, easy to use, quiet and is resistant to dirt, sand and water.

[00111] The basic principles of the preferred embodiment are same as for the bicycle and the ebike options. However, the ebike option may use the power available from the battery to adjust the drive wheel position and the pressure system, via two independent electric motors (or hydraulic actuators).

[00112] The drive wheel position may be varied by means of a motor driving a threaded rod that moves the drive wheel in and out. A computer that senses the bikes speed, and based on the wheel size and the rider preferences, may move the drive wheel to offer the optimal ratio determines the position of the drive wheel.

[00113] When the ebike may be stationary, the drive wheel may be positioned to the“low” gear position (outer rim of the drive disk). As the bike accelerates, the drive gear may progressively moves to the“high” gear ratio (inner rim of drive disk). The rider may adjust for their preferred pedal cadence that typically ranges from 60-110 rpm by moving the lever.

[00114] A sensor fitted to the bike frame that measures the speed of the drive disk provides speed sensing. One implementation of this may be to place magnets around the rim of the disk to provide a“stepped” signal via a magnetic sensor. Another system may involve the use of black and white strips on the drive disk, these may be mounted anywhere on the drive disk including the back of the disk, at the location of the dolly wheel. These black and white markers could extend from the centre radially for the whole drive disk and therefore allow the sensor to be mounted together with the dolly wheel.

[00115] A separate motor may provide the pressure to the drive wheel and the dolly wheel system that turns the screw jack (or hydraulic actuator) to increase or decrease the pressure. Increasing the pressure may be required when the loads are higher and to prevent the drive wheel from slipping against the drive disk. Reducing the pressure may be required to lower the frictional drag and when shifting gears.

[00116] The pressure actuator may be controlled by a microcomputer that may sense the speed of the drive wheel and the drive disk. If any slippage may be detected between these two wheels then the pressure may be increased to prevent the slippage. Additionally, the microcomputer may receive an input from the shift motor; and any attempt to shift the drive wheel and the pressure actuator may reduce pressure to enable a smoother shift.

[00117] The shift motor may send signals to the microcomputer to signal the required torque (by means of a current sensing device) and may aim to reduce the torque required to shift to a minimum, while also reducing the slippage to a minimum. An alternative means of sensing the torque required to shift the drive wheel is implemented by placing a strain gauge on the control rod of the drive wheel actuator.

[00118] In another preferred embodiment of the present invention, the continuously variable transmission system tilts the drive wheel forwards and backwards so that it tracks inwards and outwards on the disk drive - like steering as shown in Figure 6. The drive may be may be made to tilt by means of a lever attached to the drive wheel. Forwards tilt inclines on the drive wheel so that it tracks outwards on the drive disk to a low speed gear ratio. Conversely, a backwards incline and it tracks inwards on the to a high speed ratio. This embodiment may have an advantage, as it does not require a motor to move the drive wheel with force to a new position. But rather simply by tilting the drive wheel which may require much less force results in it tracking in or out as the drive disk rotates. [00119] Another advantage may be that the change in ratios, the movement inwards and outwards of the drive wheel, may be done at higher pressures as the drive wheel is simply turning. This may allow greater transmission of power and higher torques during ratio changes. It may be possible in some configurations to maintain full pressure of the drive wheel to the drive disk during the ratio shift and may eliminate the need for an automatic pressure adjustment mechanism.

[00120] Over time, the drive wheel may wear and the diameter may become smaller. This will require moving the drive wheel closer to the drive disk in order to have the same pressure required. In this case, a lever may be added to the system on the bicycle handle bars to adjust this position.

[00121] Alternatively, the adjustment could be done at a suitable place on the continuously variable transmission system mechanism itself. In the case of electronic pressure adjustment, this may be done automatically.

[00122] In another embodiment of the present invention, the continuously variable transmission system may include a disk on the Front of the drive system, attached in place of a typical chain ring as shown in Figure 9. This is in addition to the rear sprocket disk and may operate as a gear reduction for the drive shaft.

[00123] As shown in Figure 9, the Gear and Cog are positioned on the inside of the Chain Ring Disk, in order to ensure the correct rotation direction. The opposite configuration may also be implemented, the Gear and Cog on the outside of the Disk. However, this may create a hazard to the rider, as their leg would brush past and may interfere with the Gear and Cog.

[00124] In another preferred embodiment, the continuously variable transmission system includes a disk on the Front of the drive system, attached in place of a typical chain ring in the same manner as the rear chain ring as shown in Figure 10. The front chain ring disk may be attached to the crank and a drive wheel is attached and it is driven by the chain ring disk. [00125] A dolly wheel may be attached to the outside of the disk to allow the drive wheel to be pressed firmly against the disk. The front drive wheel may be attached via a spline to the drive shaft, and then on to the Rear Drive Wheel to drive the back wheel. The front and rear drive wheels are linked with a rotating shaft.

[00126] In this embodiment, there may be no need for splines on the drive shaft. A continuously variable transmission is fixed to both front and rear drive wheels and the complete shaft and drive wheels move forward and backwards together.

[00127] This simplified system may have the advantage of requiring only one lever

(or motor) to change the ratio on the front and rear drive gears. The main disadvantage is that the gear ratios are limited to the range of the front disk range only, and the motor limits this range and the ground clearance.

[00128] Movement of the continuously variable transmission and both drive wheels may be by means of a moving carriage. This carriage moves forwards and backwards to change the gear ratios on both the front and the rear disks simultaneously. When the front drive wheel is moved inwards towards the centre of the chain ring disk to offer“shorter” (or low speed) gearing, the rear sprocket disk is moved outwards also to a “shorter” (low speed) gear.

[00129] When the Front drive wheel moves outwards towards the edge of the chain ring disk for“taller” high-speed gearing, the rear sprocket disk is moved inwards also to a “taller” (high speed) gear. As both gears change, the ratio simultaneously changes. The change in ratios is doubled for every movement, compared to a single disk system. This has the advantage of offering a wide range of gears that may be shifted quickly.

[00130] There may be limitations to how far the front chain ring drive wheel may travel inwards and how large the front chain ring disk may be made. On most ebikes, with mid-drive motors, there is a motor positioned around the crank. This may limit how far the front drive wheel may move inwards. [00131] Also the front chain ring disk may be made too large in diameter or it will be vulnerable to impact from the ground. Each bike application has a ground clearance minimum. Depending on the intended purpose of the bike, the diameter of the front chain ring disk may be made small or large.

[00132] For example, a large chain ring disk for road use to provide high gear ratios, and small for off-road mountain bike use. In all cases, a guard may be fitted to protect the chain ring disk.

[00133] The electric bike using a Bafang BBSHD motor, the minimum inner diameter of a working front chain ring is 65 mm, and the outer is 110 mm, and a ratio of 170%. This limits the“range of movement” (110mm minus 65 mm) = 45 mm for the rear sprocket disk, as they are linked. However, the rear sprocket disk are allowed the drive disk to a minimum of 25 mm, this determines the maximum sprocket drive disk to 25 mm plus 45 mm = 70 mm.

[00134] To summarise:

Min running diameter of Chain ring (front) Disc (CRmin): 65mm Max running diameter of Chain ring (front) Disc (CR max): 110mm Min running diameter of Sprocket gear (rear) Disc (SG min): 25mm Max running diameter of Sprocket gear (rear) Disc (SG max): 70mm Using the following equation:

Range = (CRmax-CRmin)/CRmin + (SGmax-SGmin)/SGmin * 100

= ((110-65)765 + (70-25)/25) * 100 [00135] This compares well to a regular rear derailleur having more overall range, for example a Shimano 8-speed Sprocket has an low gear of 12 gears and a high gear of 25 = 25/12 * 100% = 208 %

Range = (CRmax-CRmin)/CRmin + (SGmax-SGmin)/SGmin * 100 = (((52-36)/36 + (31-1 l)/l 1))) * 100

= 226%

[00136] The Front and Rear Drive Wheels may also be tilted to assist with the gear changes. Figure 11 shows how one lever is used to tilt both Drive Wheels in the same direction to increase or decrease the gear ratio. The Front Chain Ring Disk may be enlarged in some bicycle and ebike applications. In so doing the Gear Range may be significantly increased. In some applications it may be enlarged to 210mm, as large as the pedal Crank, then the Disk in no larger than the pedals.

[00137] On a mountain or off-road bike this will be a problem as the disc could incur ground strikes and be damaged or if it is guards could still impede the rider from clearing obstacles where the rider pedals to avoid a log, high rock or otherwise this would be impractical. But for road bikes there would be sufficient ground clearance.

[00138] An electric bike using a Bafang BBSHD motor the minimum inner diameter of a working Front Chain Ring is 65mm, and the outer diameter is the pedal crank is 2l0mm. The“range of movement” (2l0mm-65mm) = 145mm for both the Front Chain Ring Disc and the Rear Sprocket Disc, as 10 they are linked, is therefore 145mm. However the Rear Sprocket Disc may allow the Drive Disc to a minimum of 25mm, this determines the Maximum Sprocket Drive Disc to 25mm + 145mm = 170mm

To summarize:

Min running diameter of Chain ring (front) Disc (CRmin): 65mm Max running diameter of Chain ring (front) Disc (CR max): 210mm Min running diameter of Sprocket gear (rear) Disc (SG min): 25mm Max running diameter of Sprocket gear (rear) Disc (SG max): 170mm Using the following equation:

Range = (CRmax-CRmin)/CRmin + (SGmax-SGmin)/SGmin * 100 = ((210-65)/65 + (170-25)725)) * 100

= 800%

A typical road bike has a front and rear gear system front Chain Ring being 2 discs 52-36t and the rear sprocket being 11-23T or 11-32T. This offers a full 25 range of:

Range = (CRmax-CRmin)/CRmin + (SGmax-SGmin)/SGmin * 100

= (((52-36)/36 + (31-1 l)/l 1))) * 100

= 226%

[00139] The continuously variable transmission system in this configuration may offer a very wide gear ratio, far beyond that offered by a typical Road Bike derailleur system such as NuVinci (CVT) at 360% and Rohloff E500/14 a l4-gear hub with a range of 500%. The continuously variable transmission system in this configuration may offer up to 800%.

[00140] In another preferred embodiment, the continuously variable transmission system allows both Drive Wheels to move independently on splines as shown in Figure 12. This allows the freedom in design for a larger rear Sprocket Disc than the front Chain Ring Disc therefore a much wider gear ratio. A rear Sprocket of 250mm may be possible in this configuration.

Min running diameter of Chain ring (front) Disc (CRmin): 65mm Max running diameter of Chain ring (front) Disc (CR max): 210mm Min running diameter of Sprocket gear (rear) Disc (SG min): 25mm Max running diameter of Sprocket gear (rear) Disc (SG max): 250mm Range = (CRmax-CRmin)/CRmin + (SGmax-SGmin)/SGmin * 100 = ((200-100/100 + 250-25/25)) 100

= 1000%

[00141] Another embodiment of the continuously variable transmission system includes the addition of a 3rd Disc (Figure 13). This 3rd Disc may be located theoretically anywhere provided it may be linked via a shaft to both the Front Chain Ring and Rear Sprocket Discs. This 3rd Disc acts in the same way as the other Discs but has two Drive Wheels one connecting to the Front Chain Ring Disc and another connecting to the Rear Sprocket Disc. This configuration has the advantages of offering a wider total gearing range. Also all the Drive Wheels may be mounted on the same side of the Discs, meaning easier fitment to many bikes. The 3rd Disc may be placed in many locations on the bike frame and may be positioned to avoid the Chain Stay and the Seat Stay, and allowing more flexibility in design to fit a range of ebike and bicycles including full- suspension bike designs. An embodiment that uses independently moving splines would have the widest gear range possible as described below:

Min running diameter of Chain ring (front) Disc (CR min): 65mm Max running diameter of Chain ring (front) Disc (CR max): 210mm Min running diameter of Sprocket gear (rear) Disc (SG min): 25mm Max running diameter of Sprocket gear (rear) Disc (SG max): 250mm Min running diameter of the 3rd Disc (3rd min): 25mm Max running diameter of the 3rd Disc (3rd max): 250mm

Range= ((CRmax-CRmin)/CRmin + (SGmax-SGmin)/SGmin (3rd max-3rd min)/3rd min) * 100

= ((200-100/100 + 250-25/25 + 250-25/25)) 100

= 1900%

If each of the Drive Wheels is linked together the range is reduced as summarized here:

Min running diameter of Chain ring (front) Disc (CRmin): 65mm

Max running diameter of Chain ring (front) Disc (CR max): 210mm

Min running diameter of Sprocket gear (rear) Disc (SG min): 25mm

Max running diameter of Sprocket gear (rear) Disc (SG max): 170mm

Min running diameter of the 3rd Disc (3rd min): 25mm

Max running diameter of the 3rd Disc (3rd max): 170mm

Using the following equation: Range = ((CRmax-CRmin)/CRmin + (SGmax5 SGmin)/SGmin (3rd max-3rd min)/3rd min) * 100

= ((2l0-65)/65 + (170-25)725)) + (170-25)725)) * 100

= 1383%

[00142] The concept may be extended as many Discs as required for any application. On a bike more than 3 discs may be impractical however other applications where a very wide range of ratios is required, this embodiment may be suitable.

The total ratio of such a system where all discs are the same is:

Min running diameter: 25mm Max running diameter: 250mm

Number of Discs: 4

Total Ratio = Max Diameter / Min Diameter * 100% * N (number of Discs).

= (250/25)* 100 *4

= 4000%

The ratio of bicycle gears typically demands that a gear reduction is necessary between the Chain Ring and the Rear Sprocket. For example our Skillion Max has a 44T Chain ring on the front and between 11T and 30T on the rear. Taking a nominal rear gear of 22T, means a 2: 1 ration may be needed.

To create this ratio change the Drive Wheel diameters is different with the front Drive wheel smaller than the rear Drive Wheel. Different sized Drive Wheels may be offered for the continuously variable transmission system to account for the many uses a bike is put to. For example, a smaller front Drive Wheel for off road and hill climbing applications and a larger front Drive Wheel. Further in another preferred embodiment it would be evident to those skilled in the art that the Drive Wheel is a user replaceable component, as it wears the user will replace it. This gives the user choices of Drive Wheel types to suit their needs. For example to change the ratio for different wheel sizes or for different riding conditions, to upgrade to better Drive Wheel materials for example harder wearing, dirt resistant or low or high temperature conditions

[00143] This makes the present invention very flexible for many applications. For example, a smaller wheel would be used for a larger diameter bike wheel, a softer more compliant Drive Wheel for wet or muddy conditions for off-road, or a harder wearing wheel for longer distance commuting. Additionally, the replacement Drive Wheel offers repeat business, as this part is“designed” to wear out, so customers only need to replace one part to enjoy a lifetime of use. There are several systems that offer up to 500%, for example Shimano has a rear cluster at 500% and Rohloff has a l4-speed Hub shifter at 500%. However, for an ebike there may be a case for wider ratios. The ebike European Specification EN15194 for ebikes states Pedal Assist is available above 6kph, so this is used as a reasonable minimum speed. The Standard also states that now power is supplied above 25 kph. If we assume the rider pedals at a constant RPM then the ratio needed is 25/6 * 100 = 417 %.

[00144] However, a rider may pedal much faster than 25 kph, in the Tour de France riders have been known to hit stage average speeds of over 55 kph and maximum downhill speeds of over 100 kph with the maximum recorded at l30.7kph/8l.2mph. In this preferred embodiment, the bikes may be doing over 60 kph, and 60 kph may be the maximum speed limit in urban areas of most countries. Again, if we assume the rider pedals at a constant RPM then the ratio needed may be 60/6 * 1000 = 1000 %.

[00145] In the preferred embodiments, the continuously variable transmission system may be the only drive that may offer this wide range of gears for high speeds, low speeds and hill climbing while offering the rider a steady cadence. Further in another preferred embodiment it would be evident to those skilled in the art that the Microcomputer software may be ungraded when newer version or the software become available. In another preferred embodiment, the software on the microcomputer may be downloaded onto the ebike’s computer system and then onto the continuously variable transmission system’s computer, by the user/rider. There are cases where despite the pressure system operating normally slippage between the Drive Wheel and the Drive Disk may still occur. This may occur when there is excessive wear on the Drive Wheel or Drive Disk, contamination of the Drive Disk, overheating or extreme cold.

[00146] This may occur when there is excessive wear on the Drive Wheel or Drive

Disc, contamination of the Drive Disc, overheating or extreme cold. In these cases, the system senses this, continue to operate and send a signal to the main ebike motor controller that the pressure system has reached the limits of its pressure. The Motor controller may then reduce power, flag a warning to the rider to clean the Drive Disk and Drive Wheel or service the system. The complete drive system may be housed in a sealed casing. The housing may include the Drive Disc, all the components including the motors and the Drive Shaft. An IP65 seal similar to e-bike motors allows the system to be used in wet environments including beaches, in wet weather or even full immersion in shallow water. However, a large fully sealed housing is bulky, heavy and difficult to ventilate. Ventilation may be needed, as the Drive Wheel will generate heat that may cause heat damage to some parts up under certain conditions. Also, as the Drive Wheel wears there may be an excess of“Drive Wheel Dust” which may collect in a sealed housing that may contaminate the bearings and require a sealed system to have a Drive Wheel designed to be low dust or to be serviced regularly.

[00147] Fully sealing the system would be bulking and heavy. However, partially sealing would ensure the motors, electronics and lubricated gears are sealed but the Drive Wheel and Drive Disc are not. In this embodiment the Drive Wheel is expected to tolerate dirt, sand and water being picked up and driven between the Drive Wheel and the Drive Disc. Such contamination may increase the tendency of the Drive Wheel to slip against the Drive Disk, in such cases the tension system will compensate to a large extent. However, the increased tendency to slip will increase the drag and the wear on the system. [00148] Very little power is required to propel a bicycle. Therefore the continuously variable transmission system may be designed very light, compact and low cost and still offer great utility. A human being traveling on a bicycle at 16-24 km/h (10- 15 mph), using only the power required to walk, may be considered the most energy- efficient means of human transport generally available. On firm, flat ground, a 70 kg (150 lb.) person may require about 60 watts to walk at 5 km/h (3.1 mph). That same person on a bicycle, on the same ground, with the same power output, may travel at 15 km/h (9.3 mph) using an ordinary bicycle, so in these conditions the energy expenditure of cycling is one-third of walking.

[00149] The continuously variable transmission system may designed to dynamically adjust the pressure of the Drive Wheel on the Drive Disk ranging from zero to a maximum value. This may offer both high performance for long range in low power situations, and may handle high torques when in high power situations.

[00150] The maximum pressure may based on the strength of the system, which may be inherited from the physical design. The Drive Wheel deformation when in contact with the Drive Disc causes the dominant loss. This is similar to the way that a car tire deforms slightly as it contacts the road. In both cases the loss is caused by hysteresis as the drive material is compressed and released, which heats the tire. There is a relationship between the friction and the pressure, the more the pressure the more the friction. However, materials are chosen that have high friction, low deformation and low hysteresis losses - therefore low losses.

[00151] However, this has its limits and it is expected that the system will have higher losses at high pressures, when the Drive Wheel is demanding higher torques - when the motor and rider are supplying highest power. The fact that the system has low drag at light loads and higher drag at higher loads is a distinct advantage of this system in an electric bike.

[00152] A bicycle may coast along a flat road at l5kph using very low power, circa

50 Watts. In this configuration, the ebike would have excellent range due to the very low drag of drive system and its ability to always be in the optimal gear. Any system that demonstrates that an ebike may have higher range is of interest for ebike manufacturers and ebike riders.

[00153] However, there are many cases were power is referred over range, and giving riders the option to optimize range or power will create a more valuable customer experience. For example many electric bikes are capable of 1000W and in California ebikes with 1000W are legal to use on roads and cycle ways. Using 1000W for hill climbing or riding fast will sacrifice range significantly. Accepting slightly higher losses in the drive system under high power conditions are of minimal concern compared to other losses. Losses due the internal resistance of the battery and motor or air and road resistance at high speeds will reduce an ebike’s range by up to 75%.

[00154] An ebike with a maximum range of 60klm may be reduced to a range of l5klm or less when operating at full power. The contribution of the drive system would be of minimal impact when compared 25 to the overall system’s losses. The drive systems losses may be estimated to be in the order of 1-5%, in the above case - say 1-2 km. Additionally, in Europe (and Australia) the EN15194 standard prevents an ebike from operating at greater than 250 Watts. This is a serious limitation in ebikes when climbing steep hills. In this case, the transfer of power to torque means the bike climbs the hills very slowly. Also, if the gearing is not sufficiently low, then the motor speed decreases, motor and battery currents increases as the motor operates in“high current” causing further losses as well as the losses in the drive system as high currents cause high resistance losses.

[00155] A further embodiment of the continuously variable transmission system may be to overcome these limitations in 2 ways. Firstly, by providing a sufficiently low gear ratio to enable the motor to climb the hill without the motor slowing down to a“high current”. Secondly, by boosting the motor output power to compensate for the system losses while delivering the 250 watts to the wheels (this is novel). In this way a motor is adjusted to offer more power delivering the full 250 watts to the wheels and potentially still comply with the standard. [00156] The continuously variable transmission system may be interfaced with the motor controller. The continuously variable transmission system may determine the power being delivered to the wheels and may send a signal to the motor allowing increased power output. The continuously variable transmission system may determine the power at the wheels by sensing the wheel speed, motor torque and gear ratio at a basic level. A further optimization may be envisaged by sensing the bikes acceleration, hill incline and rider’s pedal input. Such data may be sensed using an accelerometer fitted to the bike and interpreted by a computer. This may offer a more accurate assessment of the bikes situation and may further refine the power output of the motor and the gear ratio.

[00157] A new or modified EN15194 standard may be envisaged that may allow greater power from ebike motors when hill climbing. The intention of the existing standard may be to provide a level of acceptable safety to riders and the general public by limiting the ebike motor power to that of an average rider - 250 watts.

[00158] However, speed is the most significant variable affecting safety power is of much less significance. The new standard allows higher power from the ebike motor provided that maximum speed is not exceeded. Such a system may allow higher power for hill climbing up to 25 kph.

[00159] Additionally, acceleration may be another factor for that affects ebike safety. Limiting maximum acceleration would improve safety especially for inexperienced riders or when riding in“close quarters” to pedestrians and other riders. This is achieved with the integration of an accelerometer that senses“G” or acceleration. A logical limit to acceleration is to cap the acceleration to that of a 250-watt motor on flat level ground. Another area of future improvement is to allow ebikes higher speeds when using specific high speed commuter cycle ways. The main objection to high speed cycling is the need for riders to avoid pedestrians and other slower riders. A new standard could allow higher speeds only when using these special cycle ways. Technology such as GPS and geo-fencing may be enabled to used to allow full ebike motor power only when conditions are met on that cycle way. The addition of automatic braking is the biggest step forward in bike safety. Automatic braking is now becoming common in advanced cars like the Tesla with its full-autopilot capability. The implementation of automatic braking is relatively easy with the addition of a servomotor and hydraulic plunger that activates the brakes by increasing the hydraulic pressure in the brake lines. Additional sensing and computer control is needed to apply braking in response to the need to avoid obstacles but not affect the rider’s balance or cause tire slippage.

[00160] One objection to accepting higher losses in the drive chain is to reduce the range of the bicycle. Under worst-case conditions the continuously variable transmission system may reduce the range compared to some drive systems. This case might be using the ebike under very high load conditions, at high speeds or hill climbing. However, these worst-cases are not part of the general use of the ebike. In the first instance the maximum ebike speed allowed (under the standard) is 25kph, which on level ground equates to approximately 150 Watts. Higher speeds are allowed for off-road use where range is subject to several other factors and is too varied to give any real comparison.

[00161] Regarding hill climbing, most rides involve uphill and downhill and the continuously variable transmission system reduces the drag in the system to virtually zero when the power input is zero by separating the Drive Wheel from the Drive Disc. However, it is expected that over a defined course the continuously variable transmission system may perform equal to or better that most comparable drive systems, hubs and other CVT’s.

[00162] When regeneration may be applied, the continuously variable transmission system may offer longer range in general use. The combination of uphill and downhill, accelerating and stopping and moderate speeds means low losses in the system overall and high losses for short periods, motor and pedal efficiency and regeneration all combine to give a net positive range increase.

[00163] Of special note, range has been a wildly overstated performance parameter (for example the Sonders bike stated up to lOOkm in the campaign media but delivered 30-40km). Ebikes with ranges stated at greater than lOOkm are more common. Following is a simple equation that is used to calculate the range of an ebike battery: Battery Voltage X Battery Ampere Hour X speed / Power = Range Given 48 Volt Battery - Skillion bikes have 48-volt batteries 12 Amp Hour Battery - Skillion bikes have 11.8 A/H batteries

25 kph - the maximum speed an ebike motor is legally deliver power

250W - the maximum power an ebike motor can legally deliver = 57 km

But this calculation does not consider the many variables most of which will reduce the range including the efficiency of the drive system, air resistance and the losses in the drive system, lowering this figure by between 30 and 50%. Conversely, the rider does not need to ride at the full 25 kph; in that case the range might increase.

Regarding the practical usability of an ebike riding an ebike (generally) for more than 2 hours without break is not common for most cases, not including sports, where ebikes are not generally used. 57 km at 25kph is over 2 hours. A range of other features may be integrated into the continuously variable transmission system to actively promote safety while improving the riders experience and making the ebike more useful.

Some examples include:

• Sensing the environment for rain and limiting the maximum speeds

• Determining the location on road, foot path, cycle way or off-road and adjusting the maximum speed.

User selectable modes for“eco”,“beginner”,“speed”,“expert”,“offr oad”,“on-road”

• Sensing the proximity of pedestrians, cyclists, obstacles and adjusting the maximum speed • Anti-skid braking, avoids the wheels slipping

• Automatic braking to limit maximum speeds in close quarters or for collision avoidance

• Allowing high speeds when the bike is in regular traffic to keep up with 15 it and the road speed limit.

The above description of the embodiments, alternative embodiments, and specific examples are given by way of illustration and should not be viewed as limiting. Further, many changes and modifications within the scope of the present embodiments may be made without departing from the spirit thereof, and the present invention includes such changes and modifications.

[00164] As illustrated in Figures 1 and 2, reference numeral 10 generally designates an embodiment of a continuously variable transmission device adapted for rotating a vehicle wheel. The device 10 may comprise a drive shaft 16 which may be elongate tubular member. The elongate tubular member may be a housing 32. The elongate tubular member may define a lumen in which a spindle 28 may extend therethrough. The drive shaft 16 may have a first end 11 and a second end 12. A motor 14 may be connected to the first end 11 and the motor 14 may have a chain ring housing 20 for housing a chain ring. The chain ring may allow the motor to spin faster and the chain ring may reduce the stress on the motor and the battery. The chain ring may climb steep hills better and may produce higher torque. A chain guide may be used with the chain ring which may ensure that the chain ring does not come off at low gears.

[00165] The motor 14 may be mounted at the bottom bracket where the pedal axle goes through the frame which feeds power to the rear wheel by way of a chain or belt drive. The motor 14 may rotate the drive shaft 16 in a direction as indicated by 5. This power is in combination to the rider’s efforts. There may be sensors that sense whether the pedals are being turned may rely either on cadence or torque. Cadence is where the pedals are moving around or torque is where the pedals are being pushed down. Torque sensors may allow a rider to press down on the pedals when taking off from stationary as there is an instant signal for the motor assist to start.

[00166] At least one drive wheel may be connected to the second end 12 of the drive shaft 16. As illustrated in Figures 2 and 3, a preferred embodiment may use a first drive wheel 24. The first drive wheel 24 may have a first drive wheel cage 26 for supporting the first drive wheel 24. The spindle 16 may be an axle passing through the centre of the first drive wheel 24 and the first drive wheel cage 26. The first drive wheel 24 may be extendable or traverse in a direction parallel to the longitudinal axis of the elongate drive shaft 16, which may also be along the spindle 16. The drive shaft housing 32 may have a gear shift coupler 36 which may enable a rider to shifting gears. The gear shift coupler 36 may have a first gear shift arm with a first end and a second end, in which the first end of the first gear shift arm may be connected to a pivot joint while the second end of the first gear shift arm may be connected using a pivot or hinge to a first end of a second gear shift arm 34. The second end of the second gear shift arm 34 may be connected to the drive wheel cage 26. The rotation of the first gear shift arm towards the first end 11 of the drive shaft 16 through the use of a gear shift cable 38 may move the first drive wheel 24 and the first drive wheel cage 26 towards the first end 11 of the drive shaft 16.

[00167] The first drive wheel 24 may engage with a first drive disk 18. The first drive disk may have ridges 22 extending radially outwards from the centre of the first drive disk 18. The ridges 22 may have a higher friction in the drive direction and the ridges may have a lower friction across the drive disk 18. The lower friction across the drive disk 18 may be such that the rider can easily change gears by moving the first drive wheel 24 closer to the centre of the first drive disk 18 or closer to the rim of the first drive disk 18. The first drive wheel 24 may also have ridges that may track with the ridges 22 on the first drive disk 18. It may be appreciated that when the first drive wheel 24 engages with the drive disk 18, that pressure will be applied from the first drive wheel 24 to the first drive disk 18. The first drive disk 18 may be composed of a material that may be strong and resilient to bending at a predetermined pressure threshold. There may be a pressure sensor 44 that may sense the compression pressure of the first drive wheel 24 to the first drive disk 18. The pressure sensor 44 may comprise fasteners 50 for supporting the pressure cables 46, and a pressure cam 48 to the spindle 16. When the pressure sensor 44 senses that the compression pressure between the first drive wheel 24 and the drive disk 18 may be outside the predetermined pressure threshold, the pressure sensor 44 in communication with a processor may dynamically adjust the first drive wheel’s position and pressure towards the first drive disk 18. The pressure sensor 44 may advantageously minimise the time at which the first drive wheel 24 may be exerting a higher pressure threshold towards the first drive disk 18.

[00168] As illustrated in Figure 3, the first drive disk 18 may be connected to the axle 58 of the rear vehicle wheel 51. The first drive disk 18 may be between the first drive wheel 24 and the vehicle wheel 51. The axle 58 may extend through the centre of the first drive disk 18 and may connect the hub 54 of the vehicle wheel 51 to the pressure sensor 44. The rotational movement of the first drive wheel 24 may rotate the first drive disk 18, which then may rotate the vehicle wheel 51. As illustrated in Figure 4, the first drive wheel 24 may be moved transversely along the spindle 28 in the direction indicted by 25. The movement 25 may be effected by the pushing or pulling of the second gear shift arm 34 or the shift coupling rod 34 to the drive wheel cage 26. The second gear shift arm 34 or the shift coupling rod 34 may be in communication with the pressure cam 48 and the pressure cable 46 and the arm 34 may be operated from the handlebars of the bicycle. When the rider selects a new gear ratio, the cable may move the cam, which may move the shift-coupling rod 34 to a new position and may change the gear ratio. The gear ratio may be defined as the number of times the drive shaft 16 will rotate for each turn of the first drive disk 18.

[00169] The complete continuously variable transmission system 10 may be housed in a sealed casing 42. The housing may include the first drive disk 18, and all the components including the motors 14 and the drive shaft 16. An IP65 seal may prevent the ingress of solids and fluids to the device 10. It may be appreciated that the sealed casing 42 may be constructed from a material that is breathable to allow for heat from the running of the motor and the heat of the battery to escape the device 10.

[00170] It may be appreciated that a lever 31 may be used to change gears of the bicycle. The lever 31 may be attached to the frame of the bicycle or at the handlebars of the bicycle for manual changing of the gears. The lever 31 may move the first drive wheel 24 along the longitudinal axis of the drive shaft 16 to change the gear ratio.

[00171] In another preferred embodiment, the lever 31 may be electronically connected to a computer or a processor and may be automatically operated by the computer or processor. The computer or processor may be connected to the bicycle frame, preferably at the middle of handlebar region of the bicycle, where it may be away from the body of the rider and away from the handles of the handlebar region.

[00172] In another preferred embodiment, the continuously variable transmission system 10 may comprise a speed sensor for sensing the rotation speed of the vehicle wheel 51 and/or the first drive disk 18. The speed sensor may also be in communication with the computer or processor in which the computer or processor may calculate the optimal gear for the speed at which the bicycle may be going. The computer or processor may automatically and dynamically adjust the gear or the positioning of the first drive wheel 24 to the first drive disk 18. The speed sensor may sense the speed of rotation via the use of magnets. Magnets may be positioned approximately equidistant around the rim of the first drive disk 18. A magnetic sensor may sense the magnetic field of a magnet at the wheel when the magnet passes within a predetermined distance from each other. The signal produced from this type of magnetic interaction may be a‘stepped’ signal in which the peak of the signal is when the magnets are closest to each other and no signal may be registered when the magnetic interaction is out of range from the magnetic sensor. The frequency of the ‘stepped’ magnetic signal may be used to calculate the rotational speed of the first drive disk 18 and/or the vehicle wheel 51.

[00173] In another preferred embodiment, as illustrated in Figures 5 and 6, the device 10 may comprise a drive shaft 16 which may be elongate tubular member. The elongate tubular member may be a housing 32. The elongate tubular member may define a lumen in which a spindle 28 may extend therethrough. The drive shaft 16 may have a first end 11 and a second end 12. A motor 14 may be connected to the first end 11 and the motor 14 may have a chain ring housing 20 for housing a chain ring. The chain ring may allow the motor 14 to spin faster and the chain ring may reduce the stress on the motor 14 and the battery. The chain ring may climb steep hills better and may produce higher torque. A chain guide may be used with the chain ring which may ensure that the chain ring does not come off at low gears.

[00174] The motor 14 may be mounted at the bottom bracket where the pedal axle goes through the frame which feeds power to the rear wheel by way of a chain or belt drive. This power is in combination to the rider’s efforts. There may be sensors that sense whether the pedals are being turned may rely either on cadence or torque. Cadence is where the pedals are moving around or torque is where the pedals are being pushed down. Torque sensors may allow a rider to press down on the pedals when taking off from stationary as there is an instant signal for the motor assist to start.

[00175] As illustrated in Figures 5 and 6, a first drive wheel 24 and a pressure wheel 74 (also refer to a“second drive wheel”) may be connected to the second end 12 of the drive shaft 16. The first drive wheel 24 may have a first drive wheel cage 26 for supporting the first drive wheel 24, and the pressure wheel 74 may have a pressure wheel cage 72. The spindle 16 may be an axle passing through the centre of the first drive wheel 24 and the first drive wheel cage 26.

[00176] The first drive wheel 24 and the pressure wheel 74 may be extendable or traverse in a direction parallel to the longitudinal axis of the elongate drive shaft 16. The first drive wheel 24 may traverse along the spindle 28 while the pressure wheel 74 may traverse parallel to the longitudinal axis of the elongate drive shaft 16.

[00177] The drive shaft housing 32 may have a first gear shift coupler 36 which may enable a rider to shifting gears. The first gear shift coupler 36 may have a first gear shift arm with a first end and a second end, in which the first end of the first gear shift arm is connected to a first pivot joint while the second end of the first gear shift arm may be connected using via a pivot or hinge to a first end of a first shift coupling rod 34. The second end of the first shift coupling rod 34 is connected to the first drive wheel cage 26. The rotation of the first gear shift arm towards the first end 11 of the drive shaft 16 through the use of a gear shift cable 38 may move the first drive wheel 24 and the first drive wheel cage 26 towards the first end 11 of the drive shaft 16.

[00178] Similarly, the drive shaft housing 32 may also have a second gear shift coupler 68. The second gear shift coupler 68 may have a first gear shift arm with a first end and a second end, in which the first end of the first gear shift arm may be connected to a second pivot joint while the second end of the first gear shift arm is connected via a pivot or hinge to a first end of a second shift coupling rod 70. The second end of the second shift coupling rod 70 may be connected to the pressure wheel cage 74. It may be appreciated that the first drive disk 18 may have a first drive wheel engaging surface and a pressure wheel engaging surface (also refer to second drive wheel engaging surface), wherein the plane of the pressure wheel engaging surface may be between the plane of the first drive wheel engaging surface and the plane of the vehicle wheel 51. It may be appreciated that when the first drive wheel 24 may be engaging at the first drive wheel engaging surface of the first drive disk 18, that the pressure wheel 74 may be directly engaging the pressure wheel engaging surface at a corresponding opposing position. It may be an advantage to provide a pressure wheel 74 in this preferred embodiment to provide a corresponding pushing force against the force exerted when the first drive wheel may be engaging the first drive disk 18. By providing a corresponding pushing force from the pressure wheel 74, the first drive disk 18 may be subjected to less bending stress compared to when only a first drive wheel 24 is used.

[00179] As the first drive disk 18 may be resiliently rigid and to not flex when the drive wheel is pressed or exerting pressure against it, by providing a corresponding pushing force from the pressure wheel 74, a thinner and lighter drive disk 18 may be used. It may be appreciated that when the position of first drive wheel 24 on the drive disk 18 has changed, a similar change to the position of the pressure wheel 74 may be also effected. This may be achieved by connecting both the first drive wheel 24 and the pressure wheel 74 with a mechanical structure. In this preferred embodiment, a jack mechanism 62 may be used, more specifically, a screw jack mechanism. The jack mechanism 62 may squeeze or clamp the first drive wheel 24 and the pressure wheel 74 together similar to a brake pad system. The clamping force between the first drive wheel 24 and the pressure wheel 74 may be automatically or manually adjusted to suit the riding conditions. When the torque is high, if the rider is pedalling hard or the motor under full power the clamping force increases to reduce slippage. Under light loads, the clamping force may be reduced to lower friction.

[00180] Similar to the one drive wheel embodiment, the first drive disk engaging surface may have ridges 22 extending radially outwards from the centre of the first drive disk 18. The second drive disk engaging surface may also have corresponding ridges extending radially outwards from the centre of the first drive disk 18. The ridges 22 may have a higher friction in the drive direction and the ridges may have a lower friction across the drive disk 18. The lower friction across the drive disk 18 may be such that the rider can easily change gears by moving the first drive wheel 24 closer to the centre of the first drive disk 18 or closer to the rim of the first drive disk 18. The first drive wheel 24 may also have ridges that may track with the ridges 22 on the first drive disk 18, and the pressure wheel 74 may also have ridges that may track with the ridges on the first drive disk 18. It may also be appreciated that the rotation of the first drive wheel 24 and/or the pressure wheel 74 may be in communication with a generator which can convert kinetic energy into electricity. The generated electricity can be used to recharge the battery of the motor 14.

[00181] It may be appreciated that there may be a pressure sensor 44 that senses the compression pressure between the first drive wheel 24 and the drive disk 18. When the pressure sensor 44 senses a pressure outside the predetermined pressure threshold, the pressure sensor 44 in communication with a processor may dynamically adjust the drive wheels’ 24, 74 position and the amount of pressure towards the first drive disk 18. The pressure sensor 44 may advantageously minimise the time at which the first drive wheel 24 and/or the pressure wheel 74 may be exerting a higher pressure threshold towards the first drive disk 18.

[00182] Figures 6A to 6C illustrate how the drive wheels 24, 74 may be moved via a shift coupling rod 34, 70. When the shift coupling rod 34 pulls the first drive wheel cage 26 towards the first end 11 of the drive shaft 16, the first drive wheel 24 may also tilt toward the first end 11 of the drive shaft 16. When the drive wheel is tilted toward the first end 11 of the drive shaft 16, the drive wheel moves along the spindle 28 towards the rim of the drive disk 18. When the shift coupling rod 34 pushes the first drive wheel cage 26 towards the second end 12 of the drive shaft 16, the first drive wheel 24 may also tilt toward the second end 12 of the draft shaft 16. When the drive wheel is tilted toward the second end 12 of the drive shaft 16, the drive wheel moves along the spindle 28 towards the centre of the drive disk 18. It may be appreciated that the first drive disk 18 may be rotating in the direction indicated by 21 while the position of the drive wheel may be moved by the shift coupling rod 34.

[00183] In another preferred embodiment, as illustrated in Figures 7, the device 10 may comprise a drive shaft 16 which may be elongate tubular member. The elongate tubular member may be a housing 32. The elongate tubular member may define a lumen in which a spindle 28 may extend therethrough. The drive shaft 16 may have a first end 11 and a second end 12. A motor 14 may be connected to the first end 11 and the motor 14 may have a chain ring housing 20 for housing a chain ring. The chain ring may allow the motor 14 to spin faster and the chain ring may reduce the stress on the motor 14 and the battery. The chain ring may climb steep hills better and may produce higher torque. A chain guide may be used with the chain ring which may ensure that the chain ring does not come off at low gears.

[00184] The motor 14 may be mounted at the bottom bracket where the pedal axle goes through the frame which feeds power to the rear wheel by way of a chain or belt drive. This power is in combination to the rider’s efforts. There may be sensors that sense whether the pedals are being turned may rely either on cadence or torque. Cadence is where the pedals are moving around or torque is where the pedals are being pushed down. Torque sensors may allow a rider to press down on the pedals when taking off from stationary as there is an instant signal for the motor assist to start.

[00185] As illustrated in Figure 7, a first drive wheel 24 may be connected to the second end 12 of the drive shaft 16. The first drive wheel 24 may have a first drive wheel cage 26 for supporting the first drive wheel 24. The spindle 16 may be an axle passing through the centre of the first drive wheel 24 and the first drive wheel cage 26.

[00186] The first drive wheel 24 may be extendable or traverse in a direction parallel to the longitudinal axis of the elongate drive shaft 16. The first drive wheel 24 may traverse along the spindle 28. The drive shaft housing 32 may have a first gear shift coupler 36 which may enable a rider to shifting gears. The first gear shift coupler 36 may have a first gear shift arm with a first end and a second end, in which the first end of the first gear shift arm is connected to a first pivot joint while the second end of the first gear shift arm may be connected using a pivot or hinge to a first end of a first shift coupling rod 34. The second end of the first shift coupling rod 34 is connected to the first drive wheel cage 26. The rotation of the first gear shift arm towards the first end 11 of the drive shaft 16 through the use of a gear shift cable 38 may move the first drive wheel 24 and the first drive wheel cage 26 towards the first end 11 of the drive shaft 16.

[00187] In this preferred embodiment, the vehicle wheel 51 may comprise a first drive disk 18 and the rubber tyre of the vehicle wheel 52, wherein the centre of the drive disk 18 is also the hub of the vehicle wheel 51. The first drive disk engaging surface may have ridges 22 extending radially outwards from the centre of the first drive disk 18. The ridges 22 may have a higher friction in the drive direction and the ridges may have a lower friction across the drive disk 18. The lower friction across the drive disk 18 may be such that the rider can easily change gears by moving the first drive wheel 24 closer to the centre of the first drive disk 18 or closer to the rim of the first drive disk 18. The first drive wheel 24 may also have ridges that may track with the ridges 22 on the first drive disk 18. It may also be appreciated that the rotation of the first drive wheel 24 may be in communication with a generator which can convert kinetic energy into electricity. The generated electricity can be used to recharge the battery of the motor 14. [00188] It may be appreciated that there may be a pressure sensor 44 that senses the compression pressure between the first drive wheel 24 and the drive disk 18 that is part of the vehicle wheel 51. When the pressure sensor 44 senses a pressure outside the predetermined pressure threshold, the pressure sensor 44 in communication with a processor may dynamically adjust the drive wheel’s 24 position and the amount of pressure towards the first drive disk 18. The pressure sensor 44 may advantageously minimise the time at which the first drive wheel 24 may be exerting a higher pressure threshold towards the first drive disk 18 and/or the vehicle wheel 51.

[00189] Figure 8 illustrate how the drive wheels 24 may be moved via a shift coupling rod 34. When the shift coupling rod 34 pulls the first drive wheel cage 26 towards the first end 11 of the drive shaft 16, the first drive wheel 24 may also tilt toward the first end 11 of the drive shaft 16. When the drive wheel is tilted toward the first end 11 of the drive shaft 16, the drive wheel moves along the spindle 28 towards the rim of the drive disk 18. When the shift coupling rod 34 pushes the first drive wheel cage 26 towards the second end 12 of the drive shaft 16, the first drive wheel 24 may also tilt toward the second end 12 of the draft shaft 16. When the drive wheel is tilted toward the second end 12 of the drive shaft 16, the drive wheel moves along the spindle 28 towards the centre of the drive disk 18.

[00190] In another embodiment of the present invention, the continuously variable transmission system 10 may include a second drive disk 88 at the first end 11 of the drive shaft 16, in which the second drive disk 88 may be attached in place of a typical chain ring. As illustrated in Figures 9 and 10, the drive wheel 80 are positioned on the inside of the second drive disk 88 which may ensure the correct rotation direction of the second drive disk 88. The opposite configuration may also be implemented, however, the drive wheel 80 may be on the outside of the second drive disk 88. When the drive wheel 80 is on the outside of the second drive disk 88, it may create a bumping or scratching hazard to the rider as the rider’s limbs are moving when the rider’s foot is situated on the pedal 82 when pedalling or rotating the pedal crank arm 84 when riding the bicycle. [00191] The first drive wheel 24 may engage with a first drive disk 18 and the drive wheel 80 may engage with the second drive disk 88. The drive disks 18, 88 may have ridges 22, 90 extending radially outwards from the centre of the drive disks 18, 88. The ridges 22, 90 may have a higher friction in the drive direction and the ridges 22, 90 may have a lower friction across the drive disks 18, 88. The lower friction across the drive disks 18, 88 may be such that the rider can easily change gears by moving the drive wheels 24, 74 closer to the centre of the drive disks 18. 88 or closer to the rim of the drive disk. The drive wheels 24, 74 may also have ridges 22, 90 that may track with the ridges 22, 90 on the drive disks 18, 88. It may be appreciated that when the drive wheel 24, 74 engages with the drive disks 18, 88, that pressure will be applied from the drive wheels 24, 74 to the drive disks 18, 88. The drive disks 18, 88 may be composed of a material that may be strong and resilient to bending at a predetermined pressure threshold. There may be pressure sensors 44 that may sense the compression pressure of the drive wheels 24, 74 to the drive disks 18, 88. The pressure sensor 44 may comprise fasteners 50 for supporting the pressure cables 46, and a pressure cam 48 to the spindle 16. When the pressure sensor 44 senses that the compression pressure between the drive wheels 24, 74 and the drive disks 18, 88 may be outside the predetermined pressure threshold, the pressure sensor 44 in communication with a processor may dynamically adjust the drive wheel’s 24, 74 position and pressure towards the drive disks 18, 88. The pressure sensor 44 may advantageously minimise the time at which the drive wheels 24, 74 may be exerting a higher pressure threshold towards the drive disks 18, 88.

[00192] In another preferred embodiment, as illustrated in Figure 10, there may be a lever 31 that may be operated manually or automatically. In the manual case, the rider has levers or an adjusting dial on the handlebars. In the mechanically assisted case, mechanical linkages are added to make some of the adjustment automatic for example when shifting gears, when shifting the pressure is released with the aid of a mechanical linkage. In the fully automatic case sensors, electronics and software controlled miniature motors or hydraulic actuators are used to adjust the pressure and the position. As illustrated in Figure 10, braking lever 31 may be manually or automatically controlled by a computer or processor. The braking lever 31 may move pads 92, 94 to contact the first drive disk 18 and the front drive disk 88 respectively. When the pads 92, 94 contact the respective drive disks, the rotation of the drive disks may slow down

[00193] In another preferred embodiment, as illustrated in Figure 11, the lever 31 may change the positioning of the first drive wheel 24 and the drive wheel 80 by moving the gear shift coupling rod 34. In another preferred embodiment, as illustrated in Figure 12, there may be a first lever 35 and a second lever 37. The first lever 35 may be independent to the second lever 37. The first lever 35 may control the first gear shift coupling rod 34 while the second lever 3 may control the gear shift coupling rod for moving the drive wheel 80.

[00194] In another preferred embodiment, as illustrated in Figure 13, there may be an intermediate drive disk 45 located between the first drive disk 18 and the drive disk 88. The first drive disk 18 may be connected to the intermediate drive disk 45 by a first drive shaft 15. A first end 81 of the first drive shaft 15 may be connected to a first drive wheel 24 while the second end 83 of the first drive shaft 15 may be connected to a primary intermediate drive wheel 7. A first end 85 of the second drive shaft 17 may be connected a secondary intermediate drive wheel 9 while the second end 87 of the second drive shaft 17 may be connected to a drive wheel 80. The first drive wheel 24 may engage with the ridges 22 of the first drive disk 18. The primary and secondary intermediate drive wheels 7, 9 may engage with the ridges 19 of the intermediate drive wheel 45. The front drive wheel 80 may engage with the ridges 23 of the front drive disk 88.

[00195] In this preferred embodiment, a rider may pedal and rotate the pedal crank arm 84 which may rotate the front drive disk 88, which may rotate the front drive wheel 80, which then may rotate the secondary intermediate drive wheel 9, which then may rotate the intermediate drive disk 45, which then may rotate the primary intermediate drive wheel 7, which then may rotate the first drive wheel 24, which then may rotate the first drive wheel 18. Braking levers 31 may be manually or automatically controlled by a computer or processor. The braking lever 31 may move pads 92, 94 to contact the first drive disk 18 and the intermediate drive disk 45 respectively. Braking lever 31 may also move pads 95, 97 to contact the intermediate drive disk 45 and front drive disk 88 respectively. When the pads 92, 94, 95, 97 contact the respective drive disks, the rotation of the drive disks may slow down. This configuration may have the advantages of offering a wider total gearing range.

[00196] The bicycle is illustrated in Figure 14 which shows a computer or processor 100 attached to the handlebar 101. The computer or processor 100 may be in electrical communication via conduits 102, 104, 106 with the at least one of selected from the group of pressure sensors, speed sensors, gear levers and brake levers. The computer or processor 100 which may allow for the automatic and dynamic adjustment of the gears provide advantages of selecting the optimal gear with respect to the speed at which the rider is riding the vehicle and further minimises human error associated with the manual adjustment of gears.

[00197] In another preferred embodiment, as illustrated in Figure 15, there may be an intermediate drive disk 45 located between the first drive disk 18 and a crank or the drive disk 88. The first drive disk 18 may be connected to the intermediate drive disk 45 by a first drive shaft 15. It may be appreciated that the intermediate drive disk 45 may be positioned as shown in Figure 15, where in this particular view, the first drive disk 18 may be at least partially overlapping the intermediate drive disk 45. In this preferred embodiment, the intermediate drive disk 45 may be similar to the front drive disk 88 that may have moved closer to the rear drive disk or first drive disk 18. While a front sprocket 79 may be at the place of where the front drive disk 88 as described in the other preferred embodiments. The front sprocket may be in consisting of chainrings 67 or chainwheels 67 attached to the cranks, arms or crankarms 84 to which the pedals 82 may be attached. The intermediate drive disk 45 may have a rear sprocket 71 and the rear sprocket 71 and the front sprocket 79 may be connected via the chainring 67. The pedalling movement of the front sprocket 79 may move the chainring 67, which then may rotate the rear sprocket 71 of the intermediate drive disk 45. The rotation of the intermediate drive disk 45 may rotate the drive shaft 15 which may rotate the first drive wheel 24 which may rotate the first drive disk 18. Similarly, changing the gear or changing the ratios may be performed by moving the first drive wheel 24 between the centre and the rim of the first drive disk 18.

[00198] As loose ground objects may bounce upwards or may become projectiles when the front vehicle wheel contacts the ground as the vehicle moves forward, the projected loose ground objects may strike the front crank 79 at where the rider may be pedalling. It may be an advantage to shield the front drive disk, which is now in the position of the intermediate drive disk 45 closer to the rear of the vehicle or near the first drive disk 18 may be so that impact from the projectiles of the ground objects to the intermediate drive disk 45 may be minimised.

[00199] In this preferred embodiment, the first drive wheel 24 may be moved by an electronic motor on a screw jack mechanism, or a mechanical lever arm, operated by the rider manually or by automatically from a computer or processor. To move the first drive wheel 24 between the centre and the rim of the first drive disk 18, the first drive wheel 24 may be tilted forwards or backwards.

[00200] In another preferred embodiment, the pressure on the first drive wheel 24 between the first drive disk 18 and the intermediate drive disk 45 may be done by using strong and resilient disks, which may be cone shaped compressed together by either a cam, screw jack or hydraulics, in which the hydraulics may require a frame to hold the disks in place. In another preferred embodiment, comparatively thinner disks may be used provided that a pressure wheel 74 is opposing and providing a counter force to the force provided by the first drive wheel 24 to the first drive disk 18.

[00201] It may be appreciated that the front disk can be powered from the crank by using a chain or belt wrapped around the front disk only; or using a chain or belt wrapped around the existing hub sprocket and a second belt or hub wrapped around the front disk, which may require a second chain; or using a chain or belt wrapped around the exiting hub sprocket and the chain or belt may be lengthened to also wrap around the front disk; or a shaft engaged directly from the front chain ring to the front disk and an engaging gear system. [00202] The maximum ratio change achievable may depend on the inner running diameter of each disk, which may be dependent on the size of the bearings and the width of the Drive Wheel which depends on the required mechanical strength of the Drive, this may depend on the power/torque transfer required Outer running diameter of each disk, which may depend on the size of the rear wheel, if keeping the drive within the rim of the wheel. It may be advantageous to reduce or minimise the vulnerability of the front disk.

[00203] In this preferred embodiment, the forces may be as follows:

Torque: Torque of rider = Fd (l20kg*l0 * l70mm) ~ 200nm

Torque of BBSHD motor = 160nm

Total torque = 360nm

Force on the Chain Ring = 360nm/.090mm (Checked) = 4000N Force on the Rear Sprocket = 4000N

Torque at the Rear Sprocket = 4000N*.0l5-.060m (Smallest sprocket 1 mm largest sprocket 60mm) = 60Nm - 240Nm

Torque of rider = Fd (l20kg* l0 * l70mm) ~ 200nm

Torque of BBSHD motor = 160nm

Total torque = 360nm

Force on the Front Disk of the Drive Wheel to transmit full torque = 360nm/.150mm = 2400N

Friction Force to just prevent slipping (F(frictional force)=u(coefficient of friction)*N(force at normal to load)) N=F/u u = steel on polyurethane Using 0.2

Pressure on the Drive Wheel = N = F/u = 2400/.02 = 12,000N = 12 KN

Force on the Rear Sprocket = 4000N

Force on the Front Drive Wheel = Ynm/.040mm = Qn

Force on the Rear Drive Wheel = Qn

Friction Force to just prevent slipping (F(frictional force)=u(coefficient of friction)*N(force at normal to load)) N=F/u u = steel on polyurethane

High friction = less force to prevent slipping but higher potentially higher wear

Larger drive wheel = larger contact area & less slip for a given force but more space taken up by the drive.

[00204] In another preferred embodiment, as shown in Figure 16, there may be dual suspension drive device. The first drive disk 18 may be connected to the second drive disk 88. The first drive wheel 24 may be connected to a first gear shift coupling rod 34 and the second drive wheel 80 may be connected to a second gear shift coupling rod. The first gear shift coupling rod 34 may be connected using a pivot or a hinge 75 to the second gear shift coupling rod. The pedalling of the second drive disk may rotate the second drive wheel 80 which moves the second gear shift coupling rod, which moves the pivot or hinge 75 and may move the first gear shift coupling rod 34 , which moves the first drive wheel 24 which may rotate the first drive disk 18. There may be gear shift coupling cage 73 with a first aperture and a second aperture. The first gear shift coupling rod 34 may pass through the first aperture and the second gear shift coupling rod may pass through the second aperture. It may appreciated that the apertures may have an ovular profile, wherein the longer axis of the ovular apertures are parallel to the tangent to the tire 52 of the vehicle wheel 51. It may be appreciated that in this preferred embodiment, the gear shift coupling rods may move along the longer axis of the ovular apertures. The gear shift coupling cage 73 may be in connection to the frame and may also provide support to the cage 73.

[00205] In another preferred embodiment, as shown in Figure 17, there may be a single disk wheel 18 and a front sprocket 79. Similar to the preferred embodiment as shown in Figure 16, the rotation of the sprocket 79 may move the second gear shift coupling rod or arm, which moves the pivot or hinge 75 connected to the first gear shift coupling rod 34, which may move the first drive wheel 24, which may rotate the first drive disk 18.

[00206] It may be appreciated that the term continuously variable transmission system may also include or be referred to as a drive shaft device.

[00207] Although the invention has been described with reference to specific examples, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms, in keeping with the broad principles and the spirit of the invention described herein.

[00208] The present invention and the described preferred embodiments specifically include at least one feature that is industrial applicable.