Abstract: A cooling apparatus of an internal combustion engine of a water-cooled motor vehicle includes a cooling fan is controlled by the driveshaft faced to a radiator protected by a louver arranged on a side of the vehicle and receiving a substantially tangential air flow, allows improved air penetration through the radiator, the louver having: at least a current rib, parallel to the outer face of the radiator, extending in a direction concurrent with the motion direction, intermediate between the lower and top fastening edges further spaced-apart with respect thereto from the radiator with a C-like section, determining a space between louver and radiator deviating the motion of the air sucked by the fan; and a plurality of blades extending on both sides of the current rib, transversal to the motion direction of the motor vehicle, having a front leading edge, further spaced-apart from the radiator than the respective rear edge.

Abstract: A rotating shaft device, comprising a fixed carter (21) and driving means integral to at least one of one or more rotating shafts (8) of the rotating shaft device, each driving means having its own integrated control and power supply unit (11, 25), allows the transmission of signals, even with low intensity, to this unit and to this regard it comprises: one or more annular antennas (24), connected to said respective control and power supply unit (11, 25) and arranged so as to at least partially surround one or more of said rotating shafts (8), and integral to the rotating shaft (8) of the respective control and power supply unit (11, 25), so that said rotating shafts (8) act as wave guide for the signals received from said one or more annular antennas (24) and intended to be received by the respective control and power supply unit (11, 25) to drive said driving means associated thereto; and radio transmission means (26), integral with the carter (21) and associated to one or more of said rotating shafts (8) t

Abstract: A process for managing the re-start of an internal combustion engine in a Start and Stop system using an electric motor managed by an electric motor control unit (EMU), a first step of direct evaluation of the rotation regime of the crankshaft being provided by an internal combustion engine control unit (ECU) through a sensor put on the crankshaft: if the rotation regime is above a threshold corresponding to the sensor accuracy loss, in case of re-opening of the throttle valve said control unit of the combustion engine (ECU) continues to provide fuel and ignition; otherwise a crankshaft positioning step is provided by the electric motor control unit (EMU) comprising: a forward crankshaft rotation by a predetermined forward rotation angle; a detection of a possible piston stall state followed, in negative case, by an additional forward crankshaft rotation until reaching a maximum predetermined forward rotation angle; an inverse crankshaft rotation by a predetermined angle; and a detection of a possible piston

Abstract: A process for starting an internal combustion engine, providing the use of an electric motor acting on the driveshaft of the internal combustion engine, provides a positioning step, activated upon switching-off the engine, and a switching-on step, activated after a starting control, wherein said positioning step comprises: a forward rotation by a predetermined forward rotation angle; a detection of a possible stall state followed, in negative case, by an additional forward rotation until reaching a predetermined maximum forward rotation angle; an inverse rotation by a predetermined angle; and a detection of a possible stall state followed, in negative case, by an additional inverse rotation until reaching a predetermined maximum inverse rotation angle.

Abstract: A three-phase permanent magnet electric motor-generator includes a stator having a plurality of teeth, each provided with a respective electric winding implemented by a conducting wire and with a respective heading polar expansion, divided into groups each one corresponding to a phase, by obtaining at the same time a reduced short-circuit current. The distance between adjacent polar expansions is the minimum one so as to allow the passage of a conducting wire. By identifying a first magnetic circuit comprising two adjacent teeth, the respective rotor and stator yokes, the thicknesses of the respective permanent magnets and the corresponding air gap, and a second magnetic circuit having two adjacent teeth, the respective rotor yokes, the respective halves of the faced polar expansions of said adjacent teeth and the distance between such polar expansions, the magnetic reluctances of the first and second circuit have the same order of magnitude.

Abstract: A process for managing the re-start of an internal combustion engine in a Start and Stop system using an electric motor managed by an electric motor control unit (EMU), a first step of direct evaluation of the rotation regime of the crankshaft being provided by an internal combustion engine control unit (ECU) through a sensor put on the crankshaft: if the rotation regime is above a threshold corresponding to the sensor accuracy loss, in case of re-opening of the throttle valve said control unit of the combustion engine (ECU) continues to provide fuel and ignition; otherwise a crankshaft positioning step is provided by the electric motor control unit (EMU) comprising: a forward crankshaft rotation by a predetermined forward rotation angle; a detection of a possible piston stall state followed, in negative case, by an additional forward crankshaft rotation until reaching a maximum predetermined forward rotation angle; an inverse crankshaft rotation by a predetermined angle; and a detection of a possible piston

Abstract: A three-speed motorcycle transmission (1), to be used aboard a motorcycle as transmission means for 5 transmitting the motion generated by an engine to a driving wheel, having performances similar to those of a continuously variable transmission but, at the same time, a high efficiency and an easy automatic operation, comprises: a crankshaft (2), which receives the motion by 0 an engine, having a first pulley (9) mounted thereon; a primary shaft (4), having a second pulley (12) and a first set of three gears (21, 22, 23) mounted thereon; a transmission belt (11) connecting said first and said second pulley (9, 12); a secondary shaft (4), connected 5 to a driving wheel, comprising a second set of three gears (31, 32, 33), engaged in pairs with respective gears (21, 22, 23) of the first set of three gears for the transmission of the first, second and third speed; a clutch (10) acting selectively on at least two pairs of 0 gears assigned to the transmission of the second and third speeds; and two free wheels (15

Abstract: A four-speed transmission (1) for motorcycles has performances similar to those of a continuously variable transmission but, at the same time, a high yield and an easy and automatic operation and it comprises: a crankshaft (2) with a first and a second pulley (9, 10) mounted thereon; a primary shaft (3), with third and fourth pulley (10, 14) and a first and a second gear (18, 19) mounted thereon; transmission belts (11, 13) connecting said pulleys for the transmission of the first and the second speed and of the third and the fourth speed respectively; a secondary shaft (4) with a third and a fourth gear (20, 21) engaged with said first and second gear (18, 19) for transmitting the first and the third speed, and the second and the fourth speed respectively; a first synchronizer (16), which activates the transmission of the third and the fourth speed; and a second actuated synchronizer (17), actuating the transmission of the second and the fourth speed; wherein a first and a second free wheel (15, 22) can rele

Abstract: A protective cover structure for a motorcycle transmission allows the entrance of clean air. The cover includes: a first cover member to protect the transmission members, longitudinally extending along a direction which coincides with the travel direction, from a receding front area, corresponding to the engine axis, to a rear area corresponding to the rear wheel drive axis, and an inlet hole positioned at an inlet port of the transmission at the receding front area; a second cover member overlapping the receding front area to protect the inlet hole, forming, with the first cover member, an air intake extending from an upper to a lower edge of the first cover member, defining an inlet section, oriented opposite to the motorcycle travel direction; and a baffle, disposed between the first and the second cover members at said air intake, forming a channel driving the air upwardly to the inlet hole.

Abstract: An motorcycle air intake structure includes: a container divided by a main baffle into two distinct chambers: a first chamber communicating externally and a second chamber communicating with a throttled body via a feeding duct; the two chambers separated by an air filter, positioned at the main baffle, the first and second chambers extending longitudinally side-by-side defining opposite sides of the air intake structure. The air intake further includes a pre-chamber accessing the first chamber, separated therefrom by a cross wall and communicating therewith via an access duct crossing said wall, with an inlet end thereof arranged in the pre-chamber and an outlet end thereof arranged in the first chamber, the pre-chamber arranged on the front side with respect to a forward vehicle direction. The pre-chamber includes a front access mouth; and a diverting baffle interposed between the access mouth and the inlet end of the access duct.

Abstract: A dynamic adjustment method while driving a vehicle of at least one vehicle operating parameter is for a vehicle having an electronic control unit adapted to set the operating parameter, and a communication interface operatively connected to the electronic control unit. An application program is installed on board a portable processing device including a communication interface communicating with the vehicle communication interface. The application program accesses an electronic map of a path and divides the path in sectors. Operating parameter values are stored via the application program, each value being associated to a corresponding sector. While driving, the sector occupied by the vehicle is identified in real time. Values are transmitted sector by sector, from the portable processing device to the electronic control unit so that the electronic control unit sets, sector by sector, the vehicle operating parameter vehicle to the value associated to the occupied sector.

Abstract: A dynamic adjustment method while driving a vehicle of at least one vehicle operating parameter is for a vehicle having an electronic control unit adapted to set the operating parameter, and a communication interface operatively connected to the electronic control unit. An application program is installed on board a portable processing device including a communication interface communicating with the vehicle communication interface. The application program accesses an electronic map of a path and divides the path in sectors. Operating parameter values are stored via the application program, each value being associated to a corresponding sector. While driving, the sector occupied by the vehicle is identified in real time. Values are transmitted sector by sector, from the portable processing device to the electronic control unit so that the electronic control unit sets, sector by sector, the vehicle operating parameter vehicle to the value associated to the occupied sector.

Abstract: An assembly composed of a saddle (10) and of a saddle compartment (12) for a motorcycle is described. The saddle (10) comprises an upper padded portion which constitutes the seat for the rider and/or passenger of the motorcycle, and a substantially rigid bottom portion (14) operatively connected to the relative saddle compartment (12) by hinge means (16). The saddle compartment (12) is made integral with a fixed portion of the motorcycle. The hinge means (16) enable the saddle (10) to pass from a closed position, in which said saddle (10) is positioned substantially horizontally above the saddle compartment (12) and permits the rider and any passenger of the motorcycle to sit on it, and an open position, in which said saddle (10) is positioned in a substantially vertical position and permits access to the saddle compartment (12). The assembly comprises at least one gas spring (18) attached to a fixed portion of the motorcycle and operatively connected, at its upper end, to the saddle (10).

Abstract: An electric motor for starting internal combustion engines and a relative starting control system of such engine comprising said electric motor of the type with permanent magnets allows a more effective and simpler management of the internal combustion engine thereto the electric motor is connected, wherein a monitoring unit of the electric motor (EMU) and a monitoring unit of the internal combustion engine (ECU) are provided, wherein the electric motor comprises a direction sensor (18) providing a signal representing the rotation direction of the rotor (12) of the electric motor, which is connected to said monitoring unit of the internal combustion engine (ECU).

Abstract: A three-phase permanent magnet electric motor-generator includes a stator having a plurality of teeth, each provided with a respective electric winding implemented by a conducting wire and with a respective heading polar expansion, divided into groups each one corresponding to a phase, by obtaining at the same time a reduced short-circuit current. The distance between adjacent polar expansions is the minimum one so as to allow the passage of a conducting wire. By identifying a first magnetic circuit comprising two adjacent teeth, the respective rotor and stator yokes, the thicknesses of the respective permanent magnets and the corresponding air gap, and a second magnetic circuit having two adjacent teeth, the respective rotor yokes, the respective halves of the faced polar expansions of said adjacent teeth and the distance between such polar expansions, the magnetic reluctances of the first and second circuit have the same order of magnitude.

Abstract: A process for starting an internal combustion engine, providing the use of an electric motor acting on the driveshaft of the internal combustion engine, provides a positioning step, activated upon switching-off the engine, and a switching-on step, activated after a starting control, wherein said positioning step comprises: a forward rotation by a predetermined forward rotation angle; a detection of a possible stall state followed, in negative case, by an additional forward rotation until reaching a predetermined maximum forward rotation angle; an inverse rotation by a predetermined angle; and a detection of a possible stall state followed, in negative case, by an additional inverse rotation until reaching a predetermined maximum inverse rotation angle