A battery module may include a rectangular tower comprised of four longitudinal faces, a top face, and a bottom face; one or more battery cells disposed inside the rectangular tower; chamfered edges disposed around a perimeter of the bottom face, the chamfered edges reducing a perimeter of the bottom face as the chamfered edges extend downwards towards at an extreme end of the bottom face; and a battery module connector disposed adjacent the extreme end of the bottom face recessed from the extreme end of the bottom face and at least partially shrouded by the chamfered edges, the battery module connector including or having formed thereon one or more alignment pins or one or more alignment pins receivers and one or more electrical contacts.

The present disclosure related to an effort-saving crank structure (1) of a bicycle (8), which includes: a crank mechanism (10) having a crank (11), a shaft end gear (12) and a treadle end gear (13) disposed on the crank (11); a transmission mechanism (20) disposed in the crank (11) and having a rotation shaft (21) and a first gear (22) and a second gear (23) connected to the rotation shaft (21), the first gear (22) and the shaft end gear (12) are engaged for transmission, and the second gear (23) and the treadle end gear (13) are engaged for transmission; a rotation arm unit (30) having a first rotation arm (31) and a second rotation arm (32), two ends of the second rotation arm (32) are respectively connected to the first rotation arm (31) and the treadle end gear (13).

The present disclosure related to an effort-saving crank structure (1) of a bicycle (8), which includes: a crank mechanism (10) having a crank (11), a shaft end gear (12) and a treadle end gear (13) disposed on the crank (11); a transmission mechanism (20) disposed in the crank (11) and having a rotation shaft (21) and a first gear (22) and a second gear (23) connected to the rotation shaft (21), the first gear (22) and the shaft end gear (12) are engaged for transmission, and the second gear (23) and the treadle end gear (13) are engaged for transmission; a rotation arm unit (30) having a first rotation arm (31) and a second rotation arm (32), two ends of the second rotation arm (32) are respectively connected to the first rotation arm (31) and the treadle end gear (13).

A foldable bicycle (100) having a riding configuration and a folded configuration includes a first wheel (102) and a second wheel (104) interconnected by a frame (106). At least the first wheel (102) has an open centre (108) and includes an annular rotor (110) engageable with the ground in the riding configuration of the bicycle (100) and an annular stator (114) carrying the annular rotor (110), and the frame (106) has a pivotal connection with the stator (114) of the first wheel (102) whereby the frame (106) is pivotable relative to the first wheel (102) for folding the bicycle (100). The frame (106) and the second wheel (104) connected thereto are together so dimensioned and arranged to fit within the open centre (108) of the first wheel (102) in the folded configuration of the bicycle (100).

The present disclosure relates to strain wave gears, vehicle drive systems (10) including such gears and methods of torque and cadence measurement. The vehicle drive system (10) comprises a first rotational input, a second rotational input and rotational output (6), wherein the first rotational input is transmitted through a strain wave gear (5) to a first rotational input one-way bearing (34), and wherein the second rotational input is transmitted through a second rotational input one-way bearing (32) to the rotational output (6), the first (32) and second (34) one-way bearings being affixed to a secondary axle (330, 42), the secondary axle (42) driving the rotational output (6), wherein the second rotational input is provided by a primary axle (26), the primary (26) and secondary (42) axles being coaxial, the secondary axle (42) surrounding the primary axle (26), and wherein a strain gauge (84) is provided to measure the torque applied to the primary axle (26). The strain wave gear (5) assembly comprises a strain wave generator (16), an outer ring gear (39) and a flex-spline (38), wherein a distal portion of the flex-spline (38) is coupled to a flex axle, the flex axle (114, 26) being located within the flex-spline (38).

The present disclosure relates to strain wave gears, vehicle drive systems (10) including such gears and methods of torque and cadence measurement. The vehicle drive system (10) comprises a first rotational input, a second rotational input and rotational output (6), wherein the first rotational input is transmitted through a strain wave gear (5) to a first rotational input one-way bearing (34), and wherein the second rotational input is transmitted through a second rotational input one-way bearing (32) to the rotational output (6), the first (32) and second (34) one-way bearings being affixed to a secondary axle (330, 42), the secondary axle (42) driving the rotational output (6), wherein the second rotational input is provided by a primary axle (26), the primary (26) and secondary (42) axles being coaxial, the secondary axle (42) surrounding the primary axle (26), and wherein a strain gauge (84) is provided to measure the torque applied to the primary axle (26). The strain wave gear (5) assembly comprises a strain wave generator (16), an outer ring gear (39) and a flex-spline (38), wherein a distal portion of the flex-spline (38) is coupled to a flex axle, the flex axle (114, 26) being located within the flex-spline (38).

An apparatus for the electric propulsion of a vehicle, in particular of a human-powered vehicle, preferably in the form of a bicycle or the like, comprising a support body, electric propulsion means for the forwarding actuation of the vehicle, preferably in the form of an electric motor, in particular of the brushless type, having a corresponding rotatable shaft for outputting the power generated by the same electric actuation means, or motor, and means for outputting the power generated by the electric propulsion apparatus, in particular comprising means for engaging, or meshing, with said operative connection means of the transmission means of the vehicle, i.e., with an elongated and closed-loop member, or articulated link chain. Said means for transferring the power generated by said electric actuation means, or motor, to said means for outputting the power generated by the electric propulsion apparatus comprise a first and a second speed reducer stage.

A bicycle drive unit includes a housing, a crankshaft and a propulsion assist motor. The housing is configured to be mounted on a frame of a bicycle. The crankshaft is provided to the housing. The assist propulsion motor is provided to the housing to assist propulsion of a bicycle. The propulsion assist motor includes a rotational axis extending in a direction intersecting a direction in which crankshaft extends. The bicycle drive unit is configured such that a distance from a rotational axis of the crankshaft to a part of the bicycle drive unit that is the farthest from the rotational axis of the crankshaft in a direction parallel to the rotational axis of the propulsion assist motor is smaller than or equal to 210 mm.

A bicycle drive unit includes a housing, a crankshaft and a propulsion assist motor. The housing is configured to be mounted on a frame of a bicycle. The crankshaft is provided to the housing. The assist propulsion motor is provided to the housing to assist propulsion of a bicycle. The propulsion assist motor includes a rotational axis extending in a direction intersecting a direction in which crankshaft extends. The bicycle drive unit is configured such that a distance from a rotational axis of the crankshaft to a part of the bicycle drive unit that is the farthest from the rotational axis of the crankshaft in a direction parallel to the rotational axis of the propulsion assist motor is smaller than or equal to 210 mm.

Herein described is a gearmotor assembly for bicycles comprising a pedal crank shaft, an electric motor provided with an electronic control unit, a reduction gear mechanism and a gear wheel, arranged coaxially around the pedal crank shaft. The gearmotor assembly further comprises two internal overrunning clutches, mounted coaxially around the pedal crank shaft and configured to transmit torque in a first direction of rotation of the pedal crank shaft, and an external overrunning clutch, mounted coaxially inside the gear wheel and configured to transmit torque in a second direction of rotation of the pedal crank shaft which is opposite with respect to the first direction of rotation. A hollow tubular element kinematically connected to the drive wheel for transmitting the torque is interposed between the internal and external overrunning clutches. The internal overrunning clutches are housed by interference inside the hollow tubular element, while the external overrunning clutch is housed externally by interference. The pedal crank shaft is provided with two opposite rectified seats, around each of which a respective internal overrunning clutch is mounted by interference. The internal overrunning clutches are then arranged directly at contact with the pedal crank shaft. The hollow tubular element forms the outer housing of the internal overrunning clutches and it consists of a rectified tube around which the gear wheel, within which the external overrunning clutch is coaxially mounted, is centrally housed.