A multi-stage planetary transmission for a bicycle or a pedelec includes a transmission input shaft (1), a transmission output shaft (2), and at least three planetary gear sets (VRS, VR1, VR2, RS1, RS2, NRS, NR1, NR2). A first planetary gear set (RS1) and a second planetary gear set (RS2) are configured as a main gear set and at least one further planetary gear set (VRS, VR1, VR2, NRS, NR1, NR2) is configured as a front-mounted gear set and/or as a rear-mounted gear set. At least three free-wheel clutches (F1, F2, F3, F4) and at least three brakes (B1, B2, B3, B4) are provided for implementing at least eight gears (G1, G2, G3, G4, G5, G6, G7, G8, G9, G10, G11, G12, G13, G14, G15, G16). Moreover, the multi-stage transmission may be a bottom bracket transmission. In addition, a bicycle or pedelec with the multi-stage transmission is proposed.

In an automatic transmission control device of the invention configured to start an increase in engagement pressure of a start-up engagement element, when a determination threshold value for determining that a turbine rotational speed has reduced is reached or exceeded, the determination threshold value when a selection operation from a non-traveling range to a traveling range is made before a prescribed period of time from starting of an engine has elapsed, is increased and set greater than the determination threshold value when the selection operation is made after the prescribed period of time has elapsed. Accordingly, a reduction in the turbine rotational speed can be accurately determined, and thus it is possible to suppress torque fluctuations, occurring owing to engagement of a second brake, which is the start-up engagement element.

A transmission for a bicycle includes at least four shift elements, one input shaft (1), a first planetary gear set (PS1) which is operatively connected to the input shaft (1), and a second planetary gear set (PS2). A carrier of the first planetary gear set is rotationally fixed to a carrier of the second planetary gear set (PS2).

A vehicle includes a planetary gear set, a gearbox, an electric machine, and an engine. The planetary gear set has a sun gear, a carrier, and a ring gear. The gearbox is configured to transmit power from the ring gear to vehicle wheels. The electric machine is fixedly coupled to the sun gear. The engine is selectively coupled to the ring gear via a first selectable one-way clutch and selectively coupled to the carrier via a second selectable one-way clutch.

A control assembly of an internal clutch comprises a first control unit for controlling the fixedness of a sun gear; a second control unit for controlling engagements of inner gears at two sides and a planet frame; a third control unit for controlling the sun gear or the inner gears and the planet frame; and wherein power for control units are from rotary dynamic components, by displacements of driving rods for controlling operations of a cam or cam-like component; by using the cam or cam-like unit to function clutch or by using the cam or cam-like unit to drive a driven device to rotate or displace for operation of the clutch. By power rotating components of the internal clutch and cam or cam-like component, clutching components are controlled.

A vehicle includes a planetary gear set, a gearbox, an electric machine, and an engine. The planetary gear set has a sun gear, a carrier, and a ring gear. The gearbox is configured to transmit power from the ring gear to vehicle wheels. The electric machine is fixedly coupled to the sun gear. The engine is selectively coupled to the ring gear via a first selectable one-way clutch and selectively coupled to the carrier via a second selectable one-way clutch.

A powertrain for an automotive vehicle comprising a thermal engine (10), a speed variation device (14) including an engine epicyclic gear train (26) with a sun gear (36) and a crown (48) which are each connected to shaft (12) of the thermal engine by a controlled coupling (28, 30) and to a fixed part (46) of the vehicle by a one-way automatic coupling (32, 34). A machine epicyclic gear train (90) is arranged on a machine shaft (92) substantially parallel to engine shaft (12) and connects the epicyclic gear train to a track for motion transmission to a drive axle. The machine epicyclic gear train comprises a sun gear (94) carried by a sun gear shaft (100), a crown (126) and a planet gear carrier (108). A speed variation device (14) comprises an additional epicyclic gear train (138) and an engine toothed wheel (168) carried by the shaft (12) and connects the shaft to a machine toothed wheel carried by additional epicyclic gear train.

A drivetrain has a first speed path and a third speed path. The first speed path includes a one-way clutch that allows power transmission from the drive shaft toward the driven shaft but prevents power transmission in the opposite direction. The third speed path includes a one-way clutch that allows power transmission from the driven shaft toward the drive shaft but prevents power transmission in the opposite direction. The third speed path further includes a shift clutch member. This can provide a drivetrain capable of performing regenerative control to derive electricity appropriately from an electric motor and also capable of shifting gears smoothly.

The present is a powertrain for an automotive vehicle comprising a thermal engine (10), a speed variation device (14) including an engine epicyclic gear train (26) with a sun gear (36) and a crown (50), each connected to shaft (12) of thermal engine (10) by a controlled clutch (28, 30, 30) and to a fixed part (46) of the vehicle by a one-way coupling (32, 34). A machine epicyclic gear train (90) is arranged on a machine shaft (92) which is substantially parallel to engine shaft (12) and connecting engine epicyclic gear train (26) to a track (126, 128) for motion transmission to a drive axle (16). The machine epicyclic gear train comprises a sun gear (104) carried by a sun gear shaft (110), a crown (112) and a planet gear carrier (94). Speed variation device (14) comprises an engine toothed wheel (150) carried by engine shaft (12) which connects the shaft to a machine toothed wheel (152, 176) carried by sun gear shaft (110).

In an automatic transmission control device of the invention configured to start an increase in engagement pressure of a start-up engagement element, when a determination threshold value for determining that a turbine rotational speed has reduced is reached or exceeded, the determination threshold value when a selection operation from a non-traveling range to a traveling range is made before a prescribed period of time from starting of an engine has elapsed, is increased and set greater than the determination threshold value when the selection operation is made after the prescribed period of time has elapsed. Accordingly, a reduction in the turbine rotational speed can be accurately determined, and thus it is possible to suppress torque fluctuations, occurring owing to engagement of a second brake, which is the start-up engagement element.