A motor-gearbox arrangement, comprising a gearbox arranged to as to selectively couple a first input and a second input to the output via a plurality of epicyclic gears a first electric motor coupled to the first input so as to rotate the first input; and a second electric motor coupled to the second input so as to rotate the second input; in which the clutches and the epicyclic gears which are connected to the input and the output and to other epicyclic gears of the gear train.

A control apparatus for a vehicle drive-force transmitting apparatus that defines (i) a first drive-force transmitting path established by engagement of a first engagement device controlled by an on-off solenoid valve and (ii) a second drive-force transmitting path established by engagement of a second engagement device controlled by a linear solenoid valve. A third engagement device, which is, as well as the first engagement device, disposed in the first drive-force transmitting path, is configured to transmit a drive force during a driving state of the vehicle and to cut off transmission of the drive force during a driven state of the vehicle. In a case in which the second drive-force transmitting path is to be established in place of the first drive-force transmitting path, the second engagement device is engaged when the first engagement device is engaged, and the first engagement device is released after an inertia phase is started.

A power train for a pedal vehicle includes a main output chainring and a secondary output chainring coupled to the crankset shaft by a first freewheel. The crankset shaft is coupled to the main output chainring via a deformable transmission element and an epicyclic gear.

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 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 continuously variable transmission on a bicycle may be automatically configured with little or no assistance from a user. Optical scanning devices, RFIDs, and other information capturing technology can communicate with a controller. The controller may then perform a portion or all of a configuration process. In operation, a controller may determine that calibration is needed. A calibration process may be initiated and performed with little or no user interaction. A calibration process may account for a load, a power source, or an environment.

A continuously variable transmission on a bicycle may be automatically configured with little or no assistance from a user. Optical scanning devices, RFIDs, and other information capturing technology can communicate with a controller. The controller may then perform a portion or all of a configuration process. In operation, a controller may determine that calibration is needed. A calibration process may be initiated and performed with little or no user interaction. A calibration process may account for a load, a power source, or an environment.

A power transmission device for a vehicle includes a first power transmission path that is provided between an engine and a driving wheel, a second power transmission path that is provided in parallel with the first power transmission path, and an electronic control unit. The electronic control unit changes over a secondary clutch to a one-way mode while releasing a first clutch, when a request is made to change over a power transmission path between the engine and the driving wheel from the first power transmission path to the second power transmission path at a time of a predetermined state. The electronic control unit is configured to engage a second clutch when the secondary clutch is changed over to the one-way mode.

A calibration method for a slip control arrangement of a driveline including a continuously variable transmission is described herein. The driveline includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the clutch prevents the prime mover from stalling. A calibration method to link a valve command value and a torque allowed to pass through the clutch includes preventing the vehicle from moving and increasing the pressure applied in the clutch while noting the torque % value developed by the prime mover.

A method is provided for estimating input torque and output torque in a continuously variable transmission having a variator. The method comprising the steps of determining (202) a transmission Input and/or output speed, calculating (204) the speed of each of a plurality of transmission components by reflecting the transmission input and/or output speed through the transmission to each of the plurality of transmission components, and calculating (208) the speed rate of change of each of the plurality of transmission components. The inertia torque of each of the plurality of transmission components is calculated (210) based upon its respective speed rate of change and a predetermined component inertia value (209). The method further comprises the steps of determining (211) a motor torque of the variator, and calculating (212) a transmission input torque and transmission output torque by reflecting the motor torque of the variator through the transmission to the transmission input and output. The calculated transmission Input and output torque values are adjusted (214) to account for the calculated inertia torque values of those of the plurality of transmission components which lie between the variator and the transmission input, and the variator and the transmission output, respectively.