A built-in motor for a bicycle and an electric powered bicycle are provided. The built-in motor includes: a motor shell, a motor inner stator fixed in the motor shell by means of an inner stator frame; a motor outer rotor is installed on the inner stator frame, the motor outer rotor and a motor body output shaft being connected into a whole; a first planetary gear mechanism arranged in the inner stator frame, and the first planetary gear mechanism being used for increasing input human force before outputting the same; a ring gear of the first planetary gear mechanism is connected with an elastic body, the elastic body being fixedly arranged in the inner stator frame; a torque sensor is arranged on the elastic body, the torque sensor being used for measuring the pedaling force provided by a rider to the bicycle.

A method for operating a transmission for a motor vehicle having an input shaft, a first shaft connectable to the input shaft via a first input clutch and a second shaft connectable to the input shaft via a second input clutch, a plurality of gearshift clutches, and an output shaft. Different gear ratios between the input and output shafts are implementable by selective engagement of the plurality of clutches. A first torque transmission path between the first and second shafts is engageable with a first friction-locking clutch and a second torque transmission path between the first and second shafts is engageable with a second friction-locking clutch. The method includes actuating, at least intermittently during a synchronization phase in an upshift process of the transmission, the first friction-locking clutch to transmit a first torque and the second friction-locking clutch to transmit a second torque.

A shifting system for a human-powered vehicle comprises a controller. The controller is configured to receive a driving torque and a cadence of the human-powered vehicle from at least one sensor. The controller is configured to determine a permitted shift timing based on the driving torque and the cadence. The controller is further configured to control a shift mechanism to perform a gear shift during the permitted shift timing.

A shifting system for a human-powered vehicle comprises a controller. The controller is configured to receive a driving torque and a cadence of the human-powered vehicle from at least one sensor. The controller is configured to determine a permitted shift timing based on the driving torque and the cadence. The controller is further configured to control a shift mechanism to perform a gear shift during the permitted shift timing.

Park control systems and methods operate such that, in response to a request to engage or disengage a park pawl of a vehicle park pawl system, a controller commands a hydraulic brake system to maintain a hydraulic brake pressure therein generated in response to depression of a brake pedal by a driver of the vehicle, when vehicle movement is detected after maintaining the hydraulic brake pressure, commands a vacuum-independent electric brake booster to generate and provide additional hydraulic brake pressure to the hydraulic brake system, commands the park pawl system to engage or disengage the park pawl to/from a transmission output shaft, and after the park pawl is engaged or disengaged to/from the transmission output shaft, commands the hydraulic brake system to release its hydraulic pressure at a defined rate.

A method of controlling a transmission includes determining a transmission kinematic state based on a commanded transmission gear range, a transmission input speed, and a transmission output speed, determining a transmission input torque, determining a first rotational acceleration of a first portion of the transmission rotationally disposed at a first reference point in the transmission, determining a second rotational acceleration of a second portion of the transmission rotationally disposed at a second reference point in the transmission, and determining a transmission output torque as a sum of a gear ratio of the commanded transmission gear range multiplied by the transmission input torque, a first aggregate inertia multiplied by the first rotational acceleration, and a second aggregate inertia multiplied by the second rotational acceleration, wherein the first and second aggregate inertias are based on the transmission kinematic state.

A control system to control slip of a torque converter clutch includes a clutch plant model configured to predict a value of a parameter that relates to torque converter clutch slip as a function of clutch plant model inputs comprising commanded clutch pressure and of torque from the torque generative device. The control system also includes a model predictive controller configured to receive signals that allow determination of a desired value of the parameter that relates to torque converter clutch slip and a predicted value of the parameter that relates to torque converter clutch slip, receive a signal representing reported torque of the torque generative device, identify an optimal commanded clutch pressure value that will result in an optimal value of an objective function based on the clutch plant model, and provide a command signal to an actuator effective to control commanded clutch pressure to the torque converter clutch.

A transmission control device is used in an automatic transmission device including a transmission gear having friction coupling portions that are changed between a coupled state and an uncoupled state, and configuring transmission stages corresponding to a combination of the coupled state and the uncoupled state, and a hydraulic control device. The device includes: a determination unit determining a change in the transmission stage; and an output unit setting a target value of the hydraulic pressure, and outputting the target value to the hydraulic control device. In a case where one transmission stage is changed to another, the output unit increases the target value to a first value for a first friction coupling portion in the uncoupled state in the one transmission stage, thereafter, to a second value smaller than the first value and maintaining the uncoupled state, and thereafter, to a third value greater than the second value.

A transmission control device is used in an automatic transmission device including a transmission gear having friction coupling portions that are changed between a coupled state and an uncoupled state, and configuring transmission stages corresponding to a combination of the coupled state and the uncoupled state, and a hydraulic control device. The device includes: a determination unit determining a change in the transmission stage; and an output unit setting a target value of the hydraulic pressure, and outputting the target value to the hydraulic control device. In a case where one transmission stage is changed to another, the output unit increases the target value to a first value for a first friction coupling portion in the uncoupled state in the one transmission stage, thereafter, to a second value smaller than the first value and maintaining the uncoupled state, and thereafter, to a third value greater than the second value.

A control method of a continuously variable transmission mounted on a vehicle includes performing advance compensation in a speed ratio control system of the continuously variable transmission, and making an advance amount according to a vibration frequency of torsional vibration of an input shaft of the continuously variable transmission which is the advance amount of the advance compensation variable in accordance with an operation state of the vehicle. A feedback gain of speed ratio control of the continuously variable transmission performed in the speed ratio control system is variable in accordance with an operation state of the vehicle. When the advance amount is made variable, the advance amount is made variable in accordance with the feedback gain.