An alternator driving apparatus for driving an alternator may include a crank pulley mounted on a crank shaft of an engine, an alternator pulley connected to the crank pulley through a driving belt, an alternator shaft connected between the alternator and the alternator pulley, and a rotation speed varying mechanism configured to vary a rotation speed of the alternator shaft.

An apparatus and system for actuating a manual gearbox, particularly of a motorcycle having a drive engine, and for carrying out a gear change while the clutch is engaged between the drive engine and the manual gearbox. The apparatus has a selector shaft, which can be actuated rotationally, and a gear-selector drum, which can be actuated rotationally. The gear-changing apparatus has a gear-change lever provided for actuating the selector shaft, and is adapted for influencing the output torque of the drive engine. One or more magnetic sensor(s), such as Hall effect sensors, are provided for sensing rotational actuation of the selector shaft and, optionally, for sensing rotational actuation of the gear selector drum. The sensor(s) send a signal to a controller and mechanisms known for affecting a change in gear to a lower or higher gear.

A gear shifter assembly for a vehicle is described herein. The gear shifter assembly includes a base to be fixed in a vehicle, a shifter yoke mounted to the base by a main pivot shaft, a shift lever mounted to the shifter yoke by a pivotal bearing arranged to allow pivotal movements about a second pivotal axis perpendicular to the first pivotal axis, and an intermediate joint that provides the pivotal bearing of the shift lever. The intermediate joint is attached to the lower end of the shift lever by receiving select pivot pins projecting from the shift lever in recesses of the intermediate joint. The intermediate joint comprises opposite through holes aligned with an aperture in the shift lever for receiving the main pivot shaft. The intermediate joint is made of material having a lower modulus of elasticity than the materials of the shift lever and the shifter yoke.

A driving-side pulley includes a cam mechanism that presses a movable sleeve in a first direction by utilizing a relative rotation of the movable sleeve in the normal direction with respect to an axis-line-direction fixed member, the first direction being a direction that has a pressing surface pressed against a corresponding side surface of a belt.

A gear operating mechanism comprises: a power source; an operation shaft driven using the power source and rotatably supported in a rotational direction and an axial direction; members to be operated corresponding to fork parts; an operation engagement piece attached to the operation shaft and configured to move each member to be operated between a reference position and an engagement position; a release engagement pieces attached to the operation shaft and configured to return the members to be operated from the engagement position to the reference position; and a control unit configured to control an operation of the operation shaft is provided, wherein the control unit has a first release mode using the release engagement pieces and a second release mode using the operation engagement piece when the member to be operated is returned from the engagement position to the reference position.

A control apparatus for a vehicle automatic transmission includes a downshift determining unit that determines whether downshift of a gear shift stage is to be performed based on at least one of a history of lateral accelerations and a history of variations of a vehicle speed. A lateral acceleration history acquiring unit or a vehicle speed variation history acquiring unit returns at least one of the history of the lateral accelerations and the history of the variations of the vehicle speed to an initial value when a shift control mode determined by a shift control mode determining unit is switched. At least one of the initial value of the history of the lateral accelerations and the initial value of the history of the variations of the vehicle speed is a value that is set for each shift control mode determined by the shift control mode determining unit.

An operating element of a motor vehicle provided with a contact surface. The contact surface is provided with an element, controllable via actuators, that responds to the sense of touch of an operator, through which a feedback is provided to the operator about the currently engaged gear of the transmission of the motor vehicle.

A hydraulic operating device for operating actuators in a motor vehicle transmission has at least two actuation cylinders each containing a cylinder housing. An actuation piston is guided therein along a cylinder axis in a longitudinally displaceable manner. Each actuation piston can be hydraulically loaded and is operatively connected to one of the actuators. The actuation cylinders are combined into a unit that can be flange-mounted on one side, via a flange face, to a dividing wall of a transmission housing of the motor vehicle transmission. The cylinder housings are injection molded from plastic integrally with a flange plate that runs transversely to the cylinder axes, the flange face being formed on the flange plate. The cylinder housings protrude beyond the flange plate, at least on the side of the flange face, in the direction of the cylinder axes.

A motor control method and system are provided. The method includes calculating a measured value of a revolution per minute (RPM) of a motor based on a signal measured by a hall sensor installed in the motor and applying a motor system load model to calculate a predicted value of the RPM of the motor. Further, noise of a hall sensor signal is detected using the measured value of the RPM of the motor and the predicted value of the RPM of the motor.

A vehicle including a fluidic subsystem composed of an electric motor, a motor driver and a fluidic pump that is disposed in a fluidic circuit of the vehicle is described. A controller includes an instruction set that is executable to determine operating parameters associated with the fluidic subsystem, and determine a plurality of power efficiency parameters for the fluidic subsystem based upon the operating parameters. The power efficiency parameters include a hydraulic power efficiency, an electro-mechanical power efficiency and an electric power efficiency. The controller can determine a state of health for the fluidic subsystem based upon the power efficiency parameters, and detect a fault in the fluidic subsystem when the state of health is less than a threshold state of health. The fault can be communicated to a vehicle operator.