Abstract: A system includes a power transmission mechanism having a rotation shaft, a power transmission gear, a dog ring, a dog clutch, a switching mechanism to move the dog ring in an axial direction to switch a power transmission state, and a switching controller to control an operation of the switching mechanism. The switching controller determines whether the dog clutch is in an engaged state when giving a switching command to cause the dog ring to be moved to a side of the power transmission gear in the axial direction. After the dog clutch is determined not to be in the engaged state, the switching controller causes the dog ring to be moved to the side opposite to the power transmission gear, and then retries movement of the dog ring to the side of the power transmission gear.

Abstract: A system for modifying an automatic transmission of a vehicle which has a plurality of clutch packages to provide a low gear and a plurality of high gears and a transmission control module equipped to run the transmission in a normal start gear mode with shifting beginning from low gear and progressing to the higher gears and a higher start gear mode beginning at one of the higher gears, wherein the system includes a clutch brake mechanism connected to the transmission which when actuated on during initiation of the higher start gear mode, applies increased pressure on a predetermined clutch package creating a temporary clutch brake to keep in check clutch packages engaged for the higher start gear mode, and upon actuating off releases the predetermined clutch package thereby enabling enhanced take off speed with the high gear clutch packages being engaged.

Abstract: The disclosure relates to a work machine, comprising a primary energy source for feeding electric energy into a link, a gear for performing a task of the work machine, at least one electric drive connected to the link in order to operate the gear of the work machine, a holding brake for fixing or releasing the gear, and an energy store which is connected to the link in order to provide electric energy demanded from the link upon actuation of a gear and/or to absorb electric energy fed into the link. According to the disclosure, during an emergency lowering of the gear, the at least one electric drive to convert the kinetic energy into electric energy and to feed it into the link. In the event of an unavailability or failure, the primary energy source is configured to absorb the energy fed into the link by the electric drive.

Abstract: A vehicle includes: a power unit including a transmission that changes the speed of rotation produced by output power of a drive source for travel and a case accommodating the transmission, the transmission including a pivotally supported change shaft, the change shaft being angularly movable about an axis to change a gear ratio of the transmission; and an operation unit that operates to angularly move the change shaft, the operation unit including an electric motor and a power transmission structure that transmits power of the electric motor to the change shaft in the form of rotational power by which the change shaft is angularly moved. The operation unit is mounted on an exterior of the case.

Abstract: The present teachings provide for a system comprising a gearbox including a gear assembly, the gearbox having an outer surface, the outer surface with a pair of apertures; and an actuator. The actuator including a support with a pair of lugs, with each lug having an opening; an drive system connected to the support; a shift fork including a pair of arms, the shift fork in communication with the drive system and configured to move a distance defining a stroke length between a disengaged position and an engaged position; and an actuation assembly operatively connected with the drive system to move the shift fork between a neutral position, and a shifted position, with a plurality of intermediate positions between the neutral and shifted positions. The actuator is mounted onto the outer surface of the gearbox, with the pair of lugs extending into the pair of apertures of the gearbox, and at least a portion of the shift fork extends extending through the lugs into and below the outer surface of the gearbox.

Abstract: A vehicle emergency system can include a gradual speed reduction system comprising: a first vertical rotatable shaft, a first gear, a first external teeth gear, a second external teeth gear fixably attached to the first vertical rotatable shaft, a third external teeth gear configured to mesh and unmesh with the second external teeth gear, a fourth external teeth gear, a primary cylinder, and a second vertical rotatable shaft; an emergency movement system comprising: a second gear, a third vertical rotatable shaft, an internal bearing cylinder, and a carriage comprising four wheels and a gearbox.

Abstract: A transmission system for a vehicle, in particular a front wheel driven vehicle, having an input arranged for connection to a drive source, and an output arranged for connection to a load. The transmission system comprises a transmission which in turn comprises an output shaft connected to the output, a first input shaft and a first speed transforming gear coupling the first input shaft to the output shaft, and a second input shaft and a second speed transforming gear coupling the second input shaft to the output shaft.

Abstract: A drive device for a motor vehicle includes an electric machine having a gearbox where the motor vehicle is drivable electrically via the gearbox by the electric machine. At least one gear of the gearbox is switchable by operating a switch element. A medium is flowable through a circuit that has a first branch through which the medium is flowable to cool and/or lubricate the electric machine and/or the gearbox and a second branch through which the medium is flowable to operate the switch element. A pump delivers the medium through the circuit. The medium is flowable through a third branch of the circuit to operate the parking lock.

Abstract: Various disclosed embodiments include illustrative controller units, vehicles, and methods. In an illustrative embodiment, a controller unit includes a processor and a memory. The memory is configured to store computer-executable instructions configured to cause the processor to receive a request to perform a mechanical load transition between a motor and a mechanical load, send a torque request to the motor responsive to the received request, receive a motor speed value, determine status of the mechanical load transition responsive to the received request and the motor speed value, and output the determined status.

Abstract: A power transferring gearset includes a gear synchronization controller disposed in communication with a drive gear, a driven gear and a shifting mechanism. In response to detecting a gear engagement command, the gear synchronization controller is configured to determine a rotational speed delta between a rotational speed of the drive gear and a rotational speed of the driven gear and compare the rotational speed delta to a pre-determined speed delta. In response to determining that the rotational speed delta is less than the predetermined speed delta, the gear synchronization controller applies a rotational shutter function to the drive gear to apply a series of clockwise and counterclockwise rotational cycles to the drive gear simultaneously during the axial movement of the shifting mechanism for preventing a blocked condition of the power transferring gearset while establishing the meshed relationship between the shifting and gear teeth.

Abstract: An automated manual transmission, comprising: a transmission control unit, a shift rod movable between a predetermined first position in which it engages a first gear combination of the transmission, a predetermined second position in which it engages a second gear combination of the transmission, and a predetermined neutral position in which it does not engage any gear, an actuator for moving the shift rod between the first position, the second position and the neutral position by applying a fluid pressure acting on the shift rod in response to signals from the transmission control unit, mechanical engagement means for maintaining the first and second positions of the shift rod without applying any fluid pressure by means of the actuator, wherein the transmission is adapted to maintain the neutral position of the shift rod solely by applying fluid pressure acting on the shift rod.

Abstract: A control apparatus for a vehicle that is provided with an electric parking device for causing a parking pawl to be meshed with a parking gear so as to lock rotation of a wheel of the vehicle. When a parking range is selected, a parking control is executed for moving the parking pawl to a parking position in which the parking pawl is meshed with the parking gear. When the parking control is to be executed, it is determined whether or not the electric parking device is in a ratcheting state in which the parking pawl is repelled by the parking gear without the parking pawl being meshed with the parking gear. When it is determined that the electric parking device is in the ratcheting state, the parking control is stopped to move the parking pawl to a non-parking position.

Abstract: A work vehicle includes a restrainer vehicle speed setter to set a restrainer vehicle speed, and a switch restrainer to permit switching of the forward/backward travel switching device while a detected vehicle speed is lower than the restrainer vehicle speed and prevent switching of the forward/backward travel switching device while the detected vehicle speed is a high speed not lower than the restrainer vehicle speed.

Abstract: A hybrid system and a vehicle, the hybrid system comprising an engine, an electric motor, a dual clutch, and a transmission provided with two synchromesh mechanisms and two input shafts. The engine being selectively in transmission connection to one of the input shafts via one clutch unit of the dual clutch and being selectively in transmission connection to the other of the input shafts via the other clutch unit of the dual clutch.

Abstract: A motor control method of a bistable gear shifter, comprising: determining a current required gear according to a position of a shift lever and a gear judgment strategy; determining whether the current required gear is a P gear, an R gear or an N gear; further determining whether the shift lever is in a second steady state position if it is determined that the current required gear is the P gear, the R gear or the N gear; determining whether a deviation of the position of the shift lever from the second steady state position is greater than or equal to a preset angle value, if it is determined that the shift lever is in the second steady state position; and determining a target angle of the motor as a target opening angle, if it is determined that the deviation is greater than or equal to a preset angle value.

Abstract: A clutch control method, including: determining whether a current vehicle state satisfies a condition for a clutch to enter a sliding friction state; if so, controlling the clutch to enter the sliding friction state, and determining a target sliding friction rotating speed of the clutch; determining whether the current vehicle state satisfies a condition for entering a clutch torque deviation collecting state; if so, collecting a torque deviation once and storing the torque deviation; at an end of an adjustment period, accumulating all torque deviations collected previously and taking an average value according to an accumulation number of times, so as to obtain an average torque deviation; if the average torque deviation exceeds a preset deviation threshold, recording the average torque deviation; and if the current vehicle state satisfies a condition for entering a deviation applying state, adjusting a current clutch friction coefficient according to the recorded average torque deviation.

Abstract: A three-stage speed-change mechanism includes a casing in an interior of which a drive assembly, an input assembly, and an output assembly are arranged. The input assembly includes a transmission shaft driven by the drive wheel. An initial transmission wheel is mounted no a middle section of the transmission shaft. A first speed-change assembly and a second speed-change assembly are respectively arranged on two sides of the initial transmission wheel. The output assembly includes an output shaft, which is provided with an initial driven wheel and first and second speed-change wheels respectively mating the initial transmission wheel and the first and second speed-change assemblies. The initial driven wheel and the first speed-change wheel are respectively mounted by a first one-way bearing and a second one-way bearing on the output shaft. As such, a three-stage speed-change function is realized.

Abstract: A sensor arrangement (46) for an automated transmission includes multiple axially parallel shift rails (4, 14, 24, 34) being axially displaceable by associated shift actuators (8, 18, 28, 38). The sensor arrangement (46) has multiple displacement sensors (48, 56, 64, 72) made up of a signal transmitter (50, 58, 66, 74) attached to a shift rail and a signal receiver (52, 60, 68, 76) fixedly arranged on a housing. The signal transmitters are in the form of a permanent magnet, and the signal receivers are in the form of a 3D Hall sensor. To detect an external magnetic interference field, which can corrupt the sensor signals from the displacement sensors (48, 56, 64, 72), the signal transmitters (50, 58, 66, 74) have identical axial alignments of their magnetic poles, and the signal receivers (52, 60, 68, 76) are in a common plane (80) that is horizontal in their installation position.

Abstract: A method for determining an actuating-travel range between two shift-element halves of a form-locking shift element (A, F) during an engagement of the shift element (A, F) and in the presence of a tooth-on-tooth position between the two shift-element halves is provided. An actuating movement of the at least one movable shift-element half with respect to the other shift-element half is monitored by a sensor. A tooth-on-tooth position is detected when it is determined, by the sensor, within an actuating-travel range of the at least one movable shift-element half between a disengaged condition and an engaged condition of the shift element, that the actuating movement of the movable shift-element half in the engagement direction is zero.

Abstract: A transmission for a vehicle includes a transmission unit for receiving a transmission command for a vehicle, a driving unit for generating a driving force for switching a posture of the transmission unit, and a control device for controlling the driving unit to switch the posture of the transmission unit based on whether a preset condition is satisfied. The driving unit includes a first stator for generating magnetic flux, a first rotor having a first inner permanent magnet and a second inner permanent magnet axially arranged at a predetermined spacing along a rotation axis, and configured to be rotated by the magnetic flux transferred to the first inner permanent magnet, an outer permanent magnet, and a second rotor configured to rotate along a magnetic force path between the second inner permanent magnet and the outer permanent magnet.

Abstract: A lock module assembly controls hill hold, park, and neutral states of a vehicle. The lock module assembly does all of this by controlling rotation of a wheel hub (or a shaft that rotates the wheel hub) of the vehicle. The lock module assembly includes a pocket plate fixedly secured to a rotating shaft. The pocket plate includes a locking element housed therein. A notch plate has first and second sets of notches with the first set complementing the pocket plate secured to the rotating shaft. A second set of notches complements a static pocket plate that houses at least clockwise actuator and at least one counterclockwise actuator. The actuators are used to control hill holds and park, whereas the locking element of the pocket plate disengages the wheel hub from the rotating shaft (neutral).

Abstract: A control device and a method for controlling a vehicle powertrain to overcome, or avoid, a cog-to-cog condition during gear shifting is provided. The method comprises, when an input shaft of the gearbox is rotating, controlling a synchromesh arrangement so as to induce a difference in rotational speed between a first gear wheel and a first coupling sleeve arranged to lock the first gear wheel to a main shaft of the gearbox by at least partly engaging the first gear wheel or a second gear wheel to the input shaft. Furthermore, a computer program, a computer-readable medium and a vehicle are provided.

Abstract: The invention relates to a power-shiftable multi-gear transmission (12) having a driven input shaft (14) and a shaft (16). The power-shiftable multi-gear transmission (12) comprises at least one first gear stage (18) and one second gear stage (26) which are in each case configured as spur gear teeth. At least one first power transmission element is arranged on the input shaft (14) by means of a freewheel (21).

Abstract: Systems and methods for determining position are provided. An object produces a magnetic field having a first vector component, a second vector component, and a third vector component that are orthogonal to one another. A sensor measures a magnitude of each of the first, second, and third vector components when the object is within a range of positions. A controller is connected to the sensor and determines a relative position of the object within an undetermined cycle of a plurality of cycles based on the magnitude of the first vector component and the magnitude of the second vector component. The controller determines a cycle of the plurality of cycles in which the object is located based on the magnitude of the third vector component. The controller determines an absolute position of the object based on the relative position of the object and the cycle in which the object is located.

Abstract: A monitoring method and device for determination of a gear-stick position, a vehicle control unit, and a vehicle. The monitoring method for determination of a gear-stick position includes: acquiring a first actual gear-stick position and a first acceptable gear-stick position calculated by a functional layer; calculating a second actual gear-stick position according to a gear-stick position signal; determining whether the first actual gear-stick position and the second actual gear-stick position are consistent; in case that the first actual gear-stick position and the second actual gear-stick position are consistent, determining whether the first acceptable gear-stick position is valid; and in case that the first actual gear-stick position and the second actual gear-stick position are inconsistent or the first acceptable gear-stick position is invalid, controlling the vehicle to enter a safe state. The present application can ensure safe driving of a vehicle.

Abstract: A shift mode control system includes a control apparatus that controls a shift mode of a vehicle, a first operation device that receives a first operation to switch an automatic mode to a manual mode, and a second operation device that receives a second operation to switch the manual mode to the automatic mode. The control apparatus includes a processor that calculates a speed ratio change amount that is a difference between a first speed ratio set when the automatic mode is switched to the manual mode in accordance with the first operation and a second speed ratio set when the manual mode is switched to the automatic mode in accordance with the second operation. The processor updates the speed ratio change amount set as a switching condition for automatically switching the manual mode to the automatic mode to the speed ratio change amount calculated by the processor.

Abstract: The disclosure relates to an assembly comprising a component rotatable about a rotary axis for an actuating drive comprising a sensor element attached to the rotatable component. The rotatable component has a support surface from which a fixing element protrudes in parallel to the rotary axis. The sensor element includes an opening. The sensor element is arranged on the support surface in such a manner that the fixing element penetrates the opening. A surface of the sensor element adjacent to the opening has a structure. A top portion of the fixing element is in interlocking engagement with the structure so that the attached sensor element is connected to the component in a torque-resistant manner.

Abstract: An actuator for the actuation of at least one movable member of a motor vehicle transmission. The actuator includes a housing, at least one electric motor having a stator and a rotor mounted on a rotor shaft extending along an axis X1, a motor pinion fixed to the opposite end of the shaft from the rotor, a circuit board for supplying power to the stator and controlling the electric motor, and a reduction mechanism driven by the motor pinion. The housing defines a first volume in which the electric motor and the circuit board are received. The circuit board is located axially along the axis X1 between the electric motor and the motor pinion. The actuator further includes a cover defining a second volume in which the reduction mechanism is received, the housing and the cover each have guides for guiding the reduction mechanism.

Abstract: An electronic shift control apparatus includes a shift dial that is operated by a driver to select an R-range, an N-range, and a D-range, a P-range motor that is operated to select a P-range, and a haptic motor that generates a haptic signal. When a driver shifts into a specific shift range of a vehicle by operating the shift dial or the P-range button, the haptic signal is configured to be transmitted to the driver.

Abstract: A dual-clutch transmission includes an odd gears clutch, an odd gears shaft supporting at least two odd-numbered rotary gears, an even gears clutch, and an even gears shaft supporting at least two even-numbered rotary gears. A driven rotary shaft is selectively connectable to one respective said odd- or even-numbered gear at a time. The dual-clutch transmission includes first and second range selection gears to transfer drive from the driven rotary shaft to an output shaft so as selectively to permit selection of at least a first range transmission ratio or a second range transmission ratio. The dual-clutch transmission further includes a first bypass drive line to drive engagement of at least two mutually engaged bypass rotary gears with the output shaft, giving rise to a first intermediate transmission ratio.

Abstract: A dial-type shifting control apparatus of vehicles may include a dial bezel and an upper cover integrated into a single body to be rotated together when a dial is rotated, obviating formation of an operation gap between the dial bezel and the upper cover to prevent foreign substances from entering through the operation gap, and a button guide disposed under an upper cover attenuates an impact occurring when a P-gear button is returned, and thus to prevent noise, caused by striking of the upper cover when the P-gear button is returned, from being transmitted to the interior of a vehicle.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.

Abstract: A shift range control device is provided for a shift range switching system that includes a motor having winding sets and a motor rotational angle sensor. The shift range control device includes controllers configured to control switching of a shift range by controlling drive of the motor. Each of the controllers is provided to corresponding one of the winding sets, and is configured to acquire a motor rotational angle signal from the motor rotational angle sensor and calculate a motor angle, control drive of the motor by controlling a current supply to the corresponding one of the winding sets to make the motor angle become a target rotational angle corresponding to a target shift range, and drive the motor by sequentially switching a current-supplied phase for each predetermined period without using the motor rotational angle signal when the motor rotational angle signal is in fault.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

Abstract: Non-limiting examples of the present disclosure relate to generation and implementation of a new security protocol that is used to secure common data access transactions across distributed network examples. An exemplary proof of verification protocol is disclosed that implements consensus security mechanisms across a plurality of distributed nodes, which may be utilized to validate owners of data in common data access transactions. Extending principles of blockchain security to common data access transactions and Internet of Things (IoT) networking requires a solution that: improves speed in transactional processing; reduces computational complexity; and presents efficient, secure and repeatable validation for owners of data in distributed networking environments. An exemplary proof of verification protocol provides such technical advantages by validating both user-specific data for a subscriber of an application/service and session data for user activity (past and present) within the application/service.

Abstract: A shift device includes: a shift switching member including valley portions provided so as to correspond to shift positions; a positioning member causing the shift position to be established while being fitted in any of the valley portions of the shift switching member; a motor driving the shift switching member and including a rotor and a stator; a driving force transmission mechanism transmitting a driving force from the motor to the shift switching member; and a rotor rotation angle sensor and an output shaft rotation angle sensor detecting rotation angles of the rotor and the shift switching member. The shift device corrects a deviation from a center of a preset backlash when a backlash width included in the driving force transmission mechanism detected based on output values of the output shaft rotation angle sensor and the rotor rotation angle sensor is a value or more during a shift switching operation.

Abstract: A power transmission control device acquires rotation speed information of an idle gear corresponding to a target engagement member and rotation speed information of a sleeve corresponding to an engagement member, sets one rotation speed changeable by a power source as a synchronization side rotation speed, sets the other rotation speed as a target synchronization side rotation speed, allows a differential rotation between the synchronization side rotation speed and the target synchronization side rotation speed to match a predetermined differential rotation by changing the synchronization side rotation speed using the power source after a power transmission releasing state is selected due to a gear changing request, performs an engagement operation, inverts a sign of the predetermined differential rotation, and switches to the power transmission state while allowing the differential rotation to match the predetermined differential rotation of which the sign is inverted.

Abstract: A method for performing rotational speed synchronisation of a first transmission component having a first initial rotational speed with a second transmission component having a second initial rotational speed, so that they rotate with the same final rotational speed during a gear switch from an initial driving gear to a final driving gear in a stepped gear transmission for a hybrid electric or electric drive train having an electric traction motor. The method including calculating a total frictional work resulting from performing the total rotational speed synchronisation by means of a mechanical synchroniser of the stepped gear transmission only, and if the calculated total frictional work exceeds a maximal frictional work of the mechanical synchroniser, performing the rotational speed synchronisation by means of both the electric traction motor and the mechanical synchroniser.

Abstract: A controller includes a control unit configured to perform stepwise shift that upshifts a CVT in a stepped manner to accelerate a vehicle. The control unit performs a downshift control configured to downshift the continuously variable transmission in a case in which an accelerator pedal is continuously stepped on from before prohibition of the stepwise shift to after prohibition of the stepwise shift.

Abstract: A lock for an information handling system includes a sensor configured to detect removal of an element from a chassis prior to verification of a user credential, and a plunger that engages the chassis at a first position. A security controller verifies the user credential, and causes the muscle wire to move the plunger from the first position to a second position in response to the verified user credential.

Abstract: A hydraulic actuator can be provided for actuating a functional part by a movement of a force transmission element, with a working piston which can be acted upon by a hydraulic pressure of a pressure supply and is movable thereover between a first extreme position and a second extreme position in a piston/cylinder unit, wherein two chambers separated from one another by the working piston are present and a first chamber is formed as a first working chamber with a pressure inlet and a hydraulic pressure applied to the first pressure inlet urges the working piston in the direction of the first extreme position in order to enlarge the first working chamber. At least one retaining means is provided which is capable of automatically locking the working piston in one of the extreme positions when this extreme position is reached, even without any hydraulic pressure being applied.

Abstract: A method of operating a shifting system for a vehicle transmission includes engaging a clutch to operatively couple one of first and second gear ratios to an input member, and moving a disconnect from a first disconnect position where a disconnectable component is disengaged from the disconnect, to a second disconnect position where the disconnectable component is engaged with the disconnect to operatively couple the other of the first and second gear ratios to the input member through a shifting assembly. Engaging the clutch and moving the disconnect are performed such that the clutch is operatively coupled to one of the first and second gear ratios at the same time that the shifting assembly is operatively coupled to the other one of the first and second gear ratios, thus preventing torque from being transmitted through either the first and second gear ratios of the vehicle transmission to park the vehicle.

Abstract: A method for controlling a drive train of a hybrid vehicle which includes an internal combustion engine, an electric machine that is operated as a motor or generator, and a transmission. Energy is recovered in the overrun operation of the vehicle by operating the electric machine in generator mode. The transmission has at least one free-wheel-connected low forward gear that only transmits traction torque, and at least one free-wheel-free high forward gear. When the free-wheel-connected low forward gear is engaged and the vehicle transitions into the overrun operation, or the driver requests a transition into the overrun operation by selecting the free-wheel-connected low forward gear, an overrun torque is set via the free-wheel-free high forward gear by a generator operation of the electric machine for energy recovery. The overrun torque thereby substantially corresponds to an overrun torque of a free-wheel-free configuration of the free-wheel-connected low forward gear.

Abstract: A control method of a transmission of an electric vehicle provided with a transmission having a sleeve gear having an inclined chamfer on a first side of the sleeve gear and a flat chamfer on a second side of the sleeve gear, may include measuring a maximum movable stroke of a sleeve having the sleeve gear by moving the sleeve axially to both sides by a controller; determining a reference range to which the measured maximum stroke pertains from predetermined reference ranges by the controller; and determining and setting a neutral position of the sleeve using a predetermined determination method, depending on the determined reference range by the controller.

Abstract: A rotary actuator used in a shift-by-wire system of a vehicle includes: a motor; an output shaft arranged parallel to a rotation shaft of the motor; and a deceleration mechanism that decelerates rotation of the motor and transmits it to the output shaft. The deceleration mechanism includes a drive gear provided over a rotation axis of the rotation shaft and a driven gear provided over a rotation axis of the output shaft to mesh with the drive gear. The driven gear is a separate member from the output shaft and is loosely fitted to the output shaft.

Abstract: An electric clutch actuator having an electric motor, a gear mechanism and a spindle which is coupled to the electric motor via the gear mechanism, wherein the spindle, the gear mechanism and the electric motor are received in a housing configured in one piece.

Abstract: A shift-by-wire (SBW) column shifter for a vehicle includes a shift lever configured to be moved to shift gears. A shaft enables the shift lever to rotate the shaft about an axis. A lever detent is coupled to the shaft, enabling the shaft to rotate the lever detent about the axis. A rotatable magnet rotates as the lever detent rotates. A magnetic sensor senses the angular position of the lever detent due to the changes in magnetic characteristics of the magnet as it rotates. A processor can command an operating gear change based on the signal output from the magnet sensor.

Abstract: A controllable one-way clutch having a clutch module and a power-operated actuator module. The clutch module includes a first clutch component rotatably driven by an input member, a second clutch component rotatably driving an output member, struts disposed on the first clutch component for movement between a deployed position engaging ratchet teeth on the second clutch component and a non-deployed position disengaged from the ratchet teeth, and strut springs for biasing the struts toward their deployed position. The power-operated actuator module includes a coil unit, an armature moveable between an engaged position whereat the armature holds the struts in their non-deployed positions when the coil unit is powered-off and a released position where the armature releases the struts when the coil unit is powered-on, and a ballramp mechanism configured to move the armature along a helical path between its engaged and released positions.

Abstract: In a transmission device of a saddle riding vehicle arranged in the saddle riding vehicle, including a transmission and an actuator, the transmission including a shift drum, the shift drum rotating and changing shift position, the actuator rotatively driving the shift drum, and controlling the rotation angle of the shift drum by restricting rotation of the shift drum by cogging torque of the actuator, a pattern of an output of the actuator in changing the shift position by one stage is variable.

Abstract: A transmission system configured to perform a gear change based on a shift operation by an operator is provided, which includes a power transmission system including a transmission and configured to transmit an engine driving force to wheels, a shift operation detecting module, and a transmission controlling module adapted to be executable of a manual rotation synchronizing mode having first and second steps. In the first step, when a first shift operation for changing the transmission to a lower-speed side is detected, the transmission controlling module sends a control signal to a connecting-and-disconnecting mechanism provided to the power transmission system to suspend the transmission of the driving force. In the second step, when a second shift operation is detected, the transmission controlling module sends a control signal to the connecting-and-disconnecting mechanism to resume the transmission of the driving force while the transmission is switched to the lower-speed side.