A cycle crankset, comprising independent cranks articulated around a crank axis and each having a pedal axis, a cam pivotably mounted about the crank axis, and a chainring assembly pivotably mounted about the cam about an axis parallel to the crank axis, the cranks being connected to the chainring assembly via connecting rods, the articulation point between each of the cranks and one of the connecting rods being located on the portion of the crank opposite the pedal axis relative to the crank axis.

A cycle crankset, comprising independent cranks articulated around a crank axis and each having a pedal axis, a cam pivotably mounted about the crank axis, and a chainring assembly pivotably mounted about the cam about an axis parallel to the crank axis, the cranks being connected to the chainring assembly via connecting rods, the articulation point between each of the cranks and one of the connecting rods being located on the portion of the crank opposite the pedal axis relative to the crank axis.

A ride-along vehicle may include a guard that attaches to a bottom portion of a molded plastic body and covers a spring and chain assembly. The guard may also provide an attachment point for the spring through a hole in the guard. The guard may have a narrow portion that covers and helps retain the chain on a sprocket as well as a wider portion that covers the spring. An improved pumper arm and steering mechanism may include a pivot joint that is provided by rods, pins, or bolts attached to opposite sides of the pumper arm. The universal joint between the steering arm and the pumper arm can be aligned with the center of the pivot point to prevent rocking of the steering arm as the pumper arm is actuated.

A ride-along vehicle may include a guard that attaches to a bottom portion of a molded plastic body and covers a spring and chain assembly. The guard may also provide an attachment point for the spring through a hole in the guard. The guard may have a narrow portion that covers and helps retain the chain on a sprocket as well as a wider portion that covers the spring. An improved pumper arm and steering mechanism may include a pivot joint that is provided by rods, pins, or bolts attached to opposite sides of the pumper arm. The universal joint between the steering arm and the pumper arm can be aligned with the center of the pivot point to prevent rocking of the steering arm as the pumper arm is actuated.

The present invention relates to an asymmetric elliptical chainring for a clipless pedal, wherein a slope at each imaginary point of a first to second elliptical section increases counterclockwise, a slope at each imaginary point of a third elliptical section decreases counterclockwise, a virtual center line in a longitudinal direction of a crank arm is located so as to have a set angle in the counterclockwise direction from a starting point of the first elliptical section, the starting point of the first elliptical section is the shortest distance from a center of an asymmetric ellipse, has a curve of a first set curvature or less, and forms a first angular section from the starting point of the first elliptical section, a start point of the second elliptical section meets an end point of the first elliptical section located within a first near transition section, the end point of the second elliptical section is the longest distance from the center of the asymmetric ellipse, a curvature of the second elliptical section is equal to or less than the first set curvature, the second elliptical section forms a second angular section from the starting point of the second elliptical section, a starting point of the third elliptical section is an end point of a second near transition section located between an end point of the second elliptical section, and a curvature of the third elliptical section is equal to or less than the first set curvature and forms a third angular section from the starting point of the third elliptical section.

The present invention relates to an asymmetric elliptical chainring for a clipless pedal, wherein a slope at each imaginary point of a first to second elliptical section increases counterclockwise, a slope at each imaginary point of a third elliptical section decreases counterclockwise, a virtual center line in a longitudinal direction of a crank arm is located so as to have a set angle in the counterclockwise direction from a starting point of the first elliptical section, the starting point of the first elliptical section is the shortest distance from a center of an asymmetric ellipse, has a curve of a first set curvature or less, and forms a first angular section from the starting point of the first elliptical section, a start point of the second elliptical section meets an end point of the first elliptical section located within a first near transition section, the end point of the second elliptical section is the longest distance from the center of the asymmetric ellipse, a curvature of the second elliptical section is equal to or less than the first set curvature, the second elliptical section forms a second angular section from the starting point of the second elliptical section, a starting point of the third elliptical section is an end point of a second near transition section located between an end point of the second elliptical section, and a curvature of the third elliptical section is equal to or less than the first set curvature and forms a third angular section from the starting point of the third elliptical section.

A control device for controlling a transmission ratio between a traction means and a sprocket set rotatable about an axle may include at least two sprockets alternatively wrapped around by the traction means. At least one of the sprockets may include several independently adjustable rim segments. Adjustment of the rim segments in relation to a fixed plane may be effected by a control device in a direction substantially transverse to the plane. The control device includes at least one electrically actuatable control element, e.g., a servomotor. The at least one control element is configured to rotate with the sprockets.

A control device for controlling a transmission ratio between a traction means and a sprocket set rotatable about an axle may include at least two sprockets alternatively wrapped around by the traction means. At least one of the sprockets may include several independently adjustable rim segments. Adjustment of the rim segments in relation to a fixed plane may be effected by a control device in a direction substantially transverse to the plane. The control device includes at least one electrically actuatable control element, e.g., a servomotor. The at least one control element is configured to rotate with the sprockets.

An all-terrain vehicle (ATV) has a frame having front and rear ends, an internal combustion engine connected to the frame, the engine including a front portion and a rear portion, a single cylinder defining a cylinder axis, an air intake port defined in the front portion facing towards the front end of the frame, and an exhaust port defined in the rear portion facing towards the rear end of the frame. The ATV further has an exhaust assembly fluidly connected to the exhaust port. The exhaust assembly extends from the engine towards the rear end of the frame. The ATV further has a continuously variable transmission operatively connected to the engine, which includes a primary pulley being operatively connected to the engine, a secondary pulley, a drive belt looped around the primary and secondary pulleys, and a housing enclosing the primary pulley, the secondary pulley, and the drive belt.

An all-terrain vehicle (ATV) has a frame having front and rear ends, an internal combustion engine connected to the frame, the engine including a front portion and a rear portion, a single cylinder defining a cylinder axis, an air intake port defined in the front portion facing towards the front end of the frame, and an exhaust port defined in the rear portion facing towards the rear end of the frame. The ATV further has an exhaust assembly fluidly connected to the exhaust port. The exhaust assembly extends from the engine towards the rear end of the frame. The ATV further has a continuously variable transmission operatively connected to the engine, which includes a primary pulley being operatively connected to the engine, a secondary pulley, a drive belt looped around the primary and secondary pulleys, and a housing enclosing the primary pulley, the secondary pulley, and the drive belt.