An electronic bicycle includes a torque control system that controls what torque is applied to wheels of the electronic bicycle by electronic hub motors. The torque control system may determine a torque to apply to the wheels based on user input signals. The torque control system also may detect when the wheels of the electronic bicycle are slipping, and adjust the torque to minimize the time that the wheel is slipping. Additionally, the torque control system may determine a coefficient of friction between the wheels and the ground and determine a maximum torque to apply to the wheels based on the coefficient of friction. Furthermore, when braking, the torque control system may determine whether torque is applied to the wheels by passive braking or by active braking.

An electronic bicycle includes a torque control system that controls what torque is applied to wheels of the electronic bicycle by electronic hub motors. The torque control system may determine a torque to apply to the wheels based on user input signals. The torque control system also may detect when the wheels of the electronic bicycle are slipping, and adjust the torque to minimize the time that the wheel is slipping. Additionally, the torque control system may determine a coefficient of friction between the wheels and the ground and determine a maximum torque to apply to the wheels based on the coefficient of friction. Furthermore, when braking, the torque control system may determine whether torque is applied to the wheels by passive braking or by active braking.

An electronic bicycle includes a torque control system that controls what torque is applied to wheels of the electronic bicycle by electronic hub motors. The torque control system may determine a torque to apply to the wheels based on user input signals. The torque control system also may detect when the wheels of the electronic bicycle are slipping, and adjust the torque to minimize the time that the wheel is slipping. Additionally, the torque control system may determine a coefficient of friction between the wheels and the ground and determine a maximum torque to apply to the wheels based on the coefficient of friction. Furthermore, when braking, the torque control system may determine whether torque is applied to the wheels by passive braking or by active braking.

A disc brake rotor comprises a hub engagement member, an outer member, and a coupling arm. The hub engagement member is configured to engage with a hub assembly. The outer member is provided radially outwardly of the hub engagement member with respect to a rotational axis of the disc brake rotor. The coupling arm extends radially outwardly from the hub engagement member to the outer member. The coupling arm includes a first axial surface provided on a first axial side in an axial direction with respect to the rotational axis and a second axial surface provided on a second axial side reverse to the first axial side in the axial direction. At least one of the first axial surface and the second axial surface is non-parallel to a reference plane perpendicular to the rotational axis as viewed in a radial direction with respect to the rotational axis.

A bicycle braking and parking device includes a casing, two brake pads, a locking pin, and an electromagnetic driver. The casing has an accommodation space and two pistons located at two opposite sides of the accommodation space. The accommodation space can accommodate part of a brake disk. The brake pads are located at the accommodation space and located between the pistons. The pistons can push the brake pads, and the brake pads can clamp the brake disk. The locking pin is movably disposed on the casing. The electromagnetic driver can force the locking pin to move between a released position and a locked position. when the locking pin is in the released position, the locking pin is separated from the brake disk. When the locking pin is in the locked position, the locking pin is inserted into the brake disk to limit a motion of the brake disk.

A brake device is configured to apply a braking force to a rotary body of a human-powered vehicle. The brake device includes a power transfer medium operated braking portion, a first actuator and a second actuator. The first actuator is operatively coupled to the power transfer medium operated braking portion by a power transfer medium. The second actuator is operatively coupled to the first actuator and operated by electric power in accordance with an input to an operating device.

A brake device is configured to apply a braking force to a rotary body of a human-powered vehicle. The brake device includes a power transfer medium operated braking portion, a first actuator and a second actuator. The first actuator is operatively coupled to the power transfer medium operated braking portion by a power transfer medium. The second actuator is operatively coupled to the first actuator and operated by electric power in accordance with an input to an operating device.

A tool for a brake system may comprise a tool body configured to fit within a recess of a body of the caliper assembly. The tool body comprises a first section; the first side comprises a raised surface; the second side comprises a base surface. The first section is to be inserted into the recess of the caliper assembly; in a first mode the first piston set is blocked by the raised surface and the second piston set is unblocked; in a second mode the second piston set is blocked by the raised surface and the first piston set is unblocked. The tool body comprises a second section to be inserted into the recess of the caliper assembly; in a third mode both the first piston set and the second piston set are blocked from movement. A brake system may comprise an improved master cylinder assembly.

A brake system for a vehicle such as a bicycle is disclosed. The brake system may comprise an improved master cylinder assembly configured (e.g. manufactured/produced, assembled, etc.) so that a setting and/or adjustment of the brake stroke and/or lever action/actuation can be provided by any one independent mechanism (e.g. without any other adjustment mechanism) or by a combination of adjustment mechanisms (e.g. in a combination with one or more adjustment mechanism); operation of a mechanism for setting and/or adjusting the brake stroke may comprise a feature configured to engage a pushrod (e.g. by direct action on the pushrod or a feature of the pushrod or by indirect action through a link, adjuster, etc. configured to engage the pushrod). The master cylinder assembly may be configured to be set and/or adjusted/tuned within the indicated range to provide an intended performance and/or “feel” for the operator at the brake lever.

A supporting structure (100) for phonic wheel sensor (200) and brake caliper (300), comprises: a main body (1) fastened or which can be fastened to a stem of a fork (F) of a motorbike; a wheel support (2) connected to said main body (1) for supporting a wheel of the motorbike; and an extension (3) which develops from said main body (1) and comprises a fastening device (30) for a brake caliper (300). Two pass-through openings (31, 32) are formed in said extension (3), a first pass-through opening (31) for housing the phonic wheel sensor (200) and a second pass-through opening (32) for the passage of a cable (201) of the phonic wheel sensor (200).