Abstract: A transmission that suppresses a tilt of a slider in an axial direction and reduces a dimension of the slider in the axial direction for downsizing is provided. A transmission includes a fifth-speed driven gear disposed on a counter shaft, a fifth-speed driving gear that always meshes with the fifth-speed driven gear and disposed on a main shaft, and a first slider disposed on the counter shaft to be movable in the axial direction in accordance with a shift operation. The first slider includes first dog recesses. The fifth-speed driven gear includes fifth-speed dog projections configured to mesh with the first dog recesses. The fifth-speed driven gear includes a fifth-speed driven gear protrusion only on a location closer to a radially outer peripheral end thereof than the counter shaft. The fifth-speed driven gear protrusion protrudes in the axial direction so as to contact the first slider when the first slider falls in the axial direction.

Abstract: A system includes a magnet for forming a magnetic field and a sensor between the magnet and an object having a circumferential surface. The object rotates around a rotation axis direction of the circumferential surface and displaces along the rotation axis direction, and an interaction between the magnet and a recess or projection portion of the circumferential surface of the object is configured to induce the magnetic field. The sensor outputs a first signal proportional to a first magnetic flux density in the rotation axis direction at a predetermined time, outputs a second signal proportional to a second magnetic flux density in a direction perpendicular to the circumferential surface of the object at the predetermined time, calculates an angle based on the first and the second magnetic flux density, and output a third signal proportional to the angle based on the first and the second magnetic flux density.

Abstract: A calibration method for a slip control arrangement of a driveline including a continuously variable transmission is described herein. The driveline includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the clutch prevents the prime mover from stalling. A calibration method to link a valve command value and a torque allowed to pass through the clutch includes preventing the vehicle from moving and increasing the pressure applied in the clutch while noting the torque % value developed by the prime mover.

Abstract: A vehicle control device controls a vehicle control system, which includes a shift range switching system configured to switch a shift range by controlling a drive of a shift actuator, and an electric brake system configured to brake a vehicle by controlling a drive of a brake actuator. The vehicle control device includes a shift control unit and a brake control unit. The shift control unit controls a drive of the shift actuator. The brake control units control a drive of a brake actuator. When the start switch of the vehicle is turned off, the power of the brake control units is turned off after the shift range switching system completes switching to the P range.

Abstract: A vehicle control device controls operation of a vehicle provided with a transmission having a direct gear and normal gears including an overdrive gear having a lower gear ratio than the direct gear. The device includes a travel segment determination unit which determines a forward travel segment having a different road slope from a current travel segment, a current gear position selection unit that selects a current gear position in accordance with a shift pattern, a forward gear position selection unit that selects a forward gear position based on a travel resistance of the vehicle in the forward travel segment, and a shift control unit that maintains a gear position as the direct gear while the vehicle travels in the forward travel segment, when a gear position of the transmission in the current travel segment is the overdrive gear and the forward gear position is the direct gear.

Abstract: A vehicle control system includes a powertrain electronic control unit and an electronic stability control unit that is connected to the powertrain electronic control unit via a vehicle communication bus. The vehicle powertrain includes a wheel, a wheel speed sensor that is configured to detect a speed of the wheel, an electric motor that is configured to drive the wheel, and an electric motor speed sensor that is configured to detect the speed of the electric motor. If the vehicle is not traveling at low speeds (for example, less than 2 kilometers per hour), the electronic stability control unit controls the vehicle based on an output of the wheel speed sensor. However, if the vehicle is traveling at low speeds, the electronic stability control unit controls the vehicle based on an output of the electric motor speed sensor.

Abstract: A vehicle transmission includes a shaft; speed-changing gears; switching mechanisms; and a shifting mechanism. The shifting mechanism is provided with a double-meshing preventing mechanism configured to switch between a one-way state in which the switching mechanisms are hindered from moving in a downshift direction and allowed to move in an upshift direction and a free state in which the switching mechanisms are allowed to move in both the downshift direction and the upshift direction.

Abstract: An angle calculation unit acquires a motor rotation angle signal, output from a motor rotation angle sensor detecting a rotational position of a motor, and calculates a motor angle. A signal acquisition unit acquires an output shaft signal that is output from an output shaft sensor and has a value changing stepwise in accordance with a rotational position of an output shaft, the output shaft sensor detecting a rotational position of an output shaft to which the rotation of the motor 10 is transmitted. A drive control unit controls the drive of the motor such that the motor angle becomes a target motor angle value corresponding to a target shift range. A range determination unit determines an actual range based on the output shaft signal and the motor rotation angle signal.

Abstract: A control apparatus for a synchronous meshing mechanism that is equipped with a gear, a sleeve, a synchronizer ring, and a hydraulic actuator is provided. When it is determined that the sleeve and the gear have been rotationally synchronized with each other in an engagement transition period of the synchronous meshing mechanism, an electronic control unit with which the control apparatus is equipped sets a command pressure for the hydraulic actuator to an intermediate pressure that is lower than a meshing completion pressure. Besides, when meshing has not been completed even after the lapse of a predetermined time from a timing when the command pressure for the hydraulic actuator is set to the intermediate pressure, the electronic control unit sets the command pressure for the hydraulic actuator to the meshing completion pressure.

Abstract: The transmission includes a rotation shaft, a shift gear, and a gear switching part. The shift gear is rotatably supported by the rotation shaft. The gear switching part is relatively unrotatably supported by the rotation shaft in a movable manner in an axial direction. The gear switching part is configured to be moved in the axial direction by a shift fork, to switch connection and disconnection between the rotation shaft and the shift gear. The gear switching part and the shift fork have a bearing therebetween. The bearing is brought into contact with the gear switching part and the shift fork, thereby reducing friction between the gear switching part and the shift fork, resulting in improvement of durability of the sliding surfaces of the gear switching part and the shift fork.

Abstract: A gear position of a multi-position transmission, which shifts and drives a vehicle according to a turn motion of a shift drum, is detected by a plurality of sensors. An end portion of the shift drum is fitted with an end portion of an elongated shaft rotated coaxially with the shift drum. A first sensor which is fitted to other end portion of the elongated shaft detects a turn position of the elongated shaft. A second sensor which is located outside in a radial direction of the elongated shaft between the one end portion and the other end portion of the elongated shaft detects that the elongated shaft is located at a specified turn position. The first sensor and the second sensor are fitted from the outside of a transmission case of the multi-position transmission and are exposed to the outside of the transmission case.

Abstract: A hydraulic control unit that delivers hydraulic fluid to a limited slip differential includes a hydraulic control unit housing, a motor and a pump. The hydraulic control unit housing has a manifold housing portion and an accumulator housing portion. The manifold housing portion defines a fluid pathway arrangement for communicating fluid along at least a first fluid pathway. The accumulator housing portion houses an accumulator assembly having a biasing assembly and a piston. The accumulator housing portion and manifold housing portion cooperate to form an accumulator chamber that houses the biasing assembly. The motor is disposed on the first side of the manifold housing portion. The pump is disposed on a second side of the manifold portion, opposite the first side. The pump is configured to pump fluid into the accumulator chamber of the accumulator housing portion.

Abstract: A vehicle control device controls a vehicle provided with a transmission to travel at a set speed. The transmission has a direct gear and normal gears including an overdrive gear having a lower gear ratio than the direct gear. The device includes a travel segment determination unit which determines a forward travel segment having a different road slope from a current travel segment, a current gear position selection unit that selects a current gear position based on a travel resistance of the vehicle, a forward gear position selection unit that selects a forward gear position based on a travel resistance of the vehicle in the forward travel segment, and a shift control unit that changes a gear position to the forward gear position when the vehicle reaches the forward travel segment on condition that a difference between the set speed and the vehicle speed is within a prescribed range.

Abstract: A graphical display subassembly integrated into a vehicle shifter assembly including a surface display which can incorporate any of transistor LCD or organic LED interior components, such as which can be presented into either of segmented or OLED/TFT pixelated image display variants. In either instance, a connector end of an associated harness or ribbon cable extends from the graphical display and, when connected to a remote PCB board integrated into the shifter assembly, is configured to provide variable display options not limited to shifter position and including variable supporting graphics and other designs.

Abstract: There is proposed a gearshift control device which can reduce a transmission load due to preshift, and improve fuel efficiency of a vehicle. A gearshift control device which controls a transmission 50 including two systems of power transmission mechanisms, and preshifts the transmission 50 based on a traveling plan during automatic driving of a vehicle. The gearshift control device makes automatic driving preshift execution decision of planning control contents of the transmission 50 based on the traveling plan, and preshift execution decision of deciding whether or not to preshift the transmission based on a control plan of the transmission 50.

Abstract: A console includes a console surface, an interactive touch bar disposed within the console, the touch bar configured to move from a position recessed within the console surface to a position raised above the console surface and the touch bar being configured to receive user touch input, and a proximity sensor disposed on the console surface, the proximity sensor configured to detect a user gesture. The touch bar is configured to rise above the console surface when the proximity sensor detects the user gesture. The interactive surface comprising a capacitive surface zone configured to detect user touch input. The interactive touch surface is configured to receive sliding user input across the interactive touch surface to navigate through content options and is configured to receive pressing user input for selecting the content options.

Abstract: A vehicle, in the drivetrain of which a clutch, in particular a wet-running multi-disc clutch, is connected as a starter element between an internal combustion engine and a transmission, having a clutch controller, which, as a function of current driving operation parameters, determines a setpoint clutch torque and actuates a clutch actuator with a manipulated variable correlating with the setpoint clutch torque, in order to set at the clutch an actual clutch torque, which manipulated variable is determined as a function of the setpoint clutch torque and of a coefficient of friction stored in the clutch controller in an actuation unit of the clutch controller, and having an engine controller, which determines an actual engine rotational speed and an actual engine torque, and, in a stationary state of the vehicle with the internal combustion engine running, regulates the actual engine rotational speed to a predefined idling rotational speed.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus including a dog clutch that is operated by an actuator to selectively connect and disconnect a drive-force transmitting path. In process of switching of the dog clutch from released state to engaged state, the control apparatus determines whether a rotational speed difference of the dog clutch is equal to or larger than a given difference value when a sleeve of the dog clutch is positioned on an engaging side of a synchronizing position for placing the dog clutch into the engaged state, and stops the switching of the dog clutch to the engaged state and causes the actuator to place the dog clutch back into the released state, when determining that the rotational speed difference is equal to or larger than the given difference value with the sleeve being positioned on the engaging side of the synchronizing position.

Abstract: A method of controlling an automated manual transmission system having a transmission and a shifter is provided. The shifter includes a Drive Mode, a Low Mode and at least one of a Manual Mode and a Hold Mold. The Drive Mode automatically selects a default gear of the transmission and automatically performs all upshifts and downshifts. The Manual Mode permits an operator to manually select an upshift and a downshift of the transmission. The Hold Mode permits an operator to maintain a current operating gear. Control determines whether the shifter is in one of the Manual Mode and the Hold Mode. Control determines whether a vehicle operating condition is outside of a predetermined threshold. Control operates the transmission in Drive Mode based on the vehicle operating condition being outside of the predetermined threshold irrespective of the shifter being in one of the Low Mode, Manual Mode or Hold Modes.

Abstract: A shift range control device switches a shift range by controlling driving of an actuator. A plurality of control units are configured to control the driving of the actuator. A plurality of monitoring control units are correspondingly provided for the plurality of control units, and configured to monitor the corresponding control units. The driving of the actuator is controlled by one of the control units, which is in a normal state. When an abnormality occurs in the one of the control units being used to control the driving of the actuator, the one is switched to another one of the control units to control the driving of the actuator.

Abstract: A controller includes: an automatic shifting control section that carries out automatic shifting control in which a shifting actuator is driven in response to a predetermined automatic shifting command; and an interference prevention control section that controls the automatic shifting control section so as to prohibit simultaneous occurrence of a manual shifting process induced by operation of a shifting operation member and an automatic shifting process induced by the shifting actuator.

Abstract: In a transmission apparatus for a saddle-type vehicle, dowels on first transmission gears are engageable in and disengageable from dowel holes in adjacent second transmission gears to shift gear positions. The first transmission gears are slidable in response to angular movement of a shift spindle caused by operating a shift pedal. Invalid engagement time, during which the dowels and dowel columns are in sliding abutment, at an idling engine rotational speed is in the range from 0 msec. to 40 msec., providing an enhanced feeling for gear shifting operations and reduce hammering noise.

Abstract: A form-locking shift element may include a first shift-element half and a second shift-element half which are engageable with each other by moving at least the first shift-element half. A method for determining an operating condition of the form-locking shift element may include monitoring a position of the first shift-element half with a sensor, and, when a value of a signal generated by the sensor is greater than an applicable value and when the first shift-element half is actuated and displaced towards an engaged operating condition, determining that the shift element is sufficiently engaged to transmit a torque at the form-locking shift element. The applicable value corresponds to a defined overlap between the first and second shift-element halves that is less than an overlap when the first shift-element half is in the engaged operating condition.

Abstract: A transmission system configured to transfer power from a power source to a load is provided. The transmission system includes an input section coupled to the power source and a range section coupled to the load. The input section includes a plurality of input clutches configured to selectively transition between engaged and disengaged states to provide one or more input speeds. The range section includes a plurality of range clutches configured to be selectively transition between engaged and disengaged states to provide one or more speed ranges. When the range section is commanded to sequentially shift between two of the one or more speed ranges, the range section is configured to maintain at least two of the plurality of range clutches in the engaged state and transition a maximum of one of the plurality of range clutches from the disengaged state to the engaged state.

Abstract: A shift-by-wire shift unit for shifting a transmission of a vehicle between R, N, D and P states includes a mono-stable selector element that can be moved in opposite directions. The transmission states R and D can be reached by moving the selector element horizontally from the mono-stable position in a first and a second, opposite direction, respectively. The shift unit also includes a separate input element for changing to transmission state N. The transmission state is changeable from D to R directly by moving the selector element in the first direction, and from R to D directly by moving the selector element in the second direction. The selector element also includes a button element, and the shift unit is arranged such that, when the vehicle is at rest and the transmission is in D or R, actuating the button element effects a change to the transmission state P.

Abstract: A shift control device includes a hydraulic circuit and a control unit. The hydraulic circuit is provided with multiple actuation valves. The control unit is configured to switch positions or states of each of the multiple actuation valves in accordance with a shift position command by a shift operation device. The hydraulic circuit is configured to couples a hydraulic oil supply source to one of travel actuators in an automatic transmission in multiple circuit states where the position or the state of at least one of the multiple actuation valves differs.

Abstract: A controller includes: an automatic shifting control section that carries out automatic shifting control in which a shifting actuator is driven in response to a predetermined automatic shifting command; and an assist control section that, when a predetermined assist condition is met, carries out assist control in which the shifting actuator is driven to assist motion of a manual shifting power transmission mechanism actuated upon operation of a shifting operation member by a driver.

Abstract: There is provided a shift control system for a saddle-type vehicle. A gear shift lever is configured to be operated by a driver. A gearshift sensor is configured to detect an operation on the gear shift lever. A shift cam is configured to rotate according to the operation on the gear shift lever. A gear position sensor is configured to detect a rotation angle of the shift cam. In the case where the gearshift sensor does not detect a detection result according to a detection result of the gear position sensor, or in the case where the gear position sensor does not detect a detection result according to a detection result of the gearshift sensor, a control device determines abnormality occurrence, and stops engine operation control based on the detection results of the gearshift sensor and the gear position sensor on the basis of the abnormality occurrence.

Abstract: Disclosed is a forced neutral return device for an automated manual transmission forcibly operating a shift cylinder of a pneumatic pressure actuator for the automated manual transmission to return shift neutral position including an air injection passage forcibly injecting outside air into the inside of the shift cylinder and a valve assembly for opening and closing the air injection passage. It is possible to easily return neutral position when the neutral of the automated manual transmission is required.

Abstract: An operating device includes: an operation member capable of being tilted from an operation reference position; a support body supporting the operation member such that the operation member can be tilted first and second movable members each supported by the support body so as to rotate in conjunction with the tilting operation of the operation member; a first magnetic member formed of a magnetic material and provided to the first movable member; a second magnetic member fanned from a magnetic, material and provided to the second movable member; and a permanent magnet supported by the support body so as to face the first and second magnetic members in a first direction while the operation member is positioned at the operation reference position. The first magnetic member and the second magnetic member do not overlap each other seen from the first direction.

Abstract: Hydraulic control device for an automated dual clutch transmission having first and second clutches with first and second sub-transmissions and also a gear shifting system. The hydraulic control device has a regulating unit that predetermines at least one regulated pressure and/or one regulated volume flow for actuating the first and second clutches and shifting system. The hydraulic control device has a switching device that is arranged between the regulating unit and the clutches or the shifting system, switching the regulated pressure or volume flow to the clutches or the shifting system. The regulating unit includes a first regulating valve and a second regulating valve that is connected to an oil pressure supply having a system pressure regulator and an electric oil pump.

Abstract: A shift device includes a shift lever configured to move to a plurality of positions, a grip section mounted on the shift lever and configured to be grasped by a user, a contact detecting section mounted on the grip section and configured to detect contact with the user, a restricting section configured to restrict a movement of the shift lever, and a releasing section configured to determine whether the grip section is grasped by the user based on a result of detection by the contact detecting section, and release the shift lever from restriction on the movement upon determining that the grip section is grasped by the user.

Abstract: Methods, systems, and apparatus for automatically determining and implementing a driving mode from a plurality of driving modes of a vehicle. The system includes a GPS unit configured to detect a geographical location of the vehicle. The system includes a memory configured to store a driving mode map identifying an initial driving mode based on a given geographical location. The system includes an input unit configured to receive a driving mode sensitivity indicating a desired level of driving aggressiveness. The system includes an electronic control unit (ECU). The ECU is configured to determine the driving mode based on the driving mode map, the detected geographical location of the vehicle, and the driving mode sensitivity. The ECU is configured to automatically adjust operation of the vehicle based on the adjusted driving mode by adjusting a suspension, throttle sensitivity, shift points, air conditioning usage, traction control, or stability control.

Abstract: Drive systems or powertrains including transmissions for electric and hybrid electric vehicles are provided. 3-position linear motor, 2-way clutches (i.e. CMDs) are included in the transmissions. An electric 3-speed AMT having a magnetic coupling device such as a magnetic torque converter is provided to magnetically transfer a portion of rotating mechanical energy of an electric powerplant or motor to a transmission output shaft in response to an electrical signal to synchronize angular velocities of the transmission output shaft and an output shaft of the electric powerplant during a change in state of one of the CMDs. Torque is transferred to the transmission output shaft during the change in state.

Abstract: A shifting operation detecting apparatus includes a gearbox and a shift change apparatus. The shift change apparatus includes a shifting operation unit, a shifting operation receiving section, a swing lever and a connecting member. A shift operation detector is disposed between the swing lever in an outer shaft section of the shifting operation receiving section and a gearbox case to directly detect a pivoted state of the shifting operation receiving section, and the connecting member is connected to the swing lever from the gearbox case side.

Abstract: A gear unit for a motor vehicle with a main input shaft and an auxiliary input shaft which is connected thereto via a constant gearwheel set step, wherein the constant gearwheel set step can further be connected to the output via a reverse gearwheel set step. At least one synchronized shifting clutch for connecting at least one idler gearwheel of the reverse gearwheel set step to the shaft carrying the idler gearwheel such that the idler gearwheel is fixed with respect to rotation relative to the shaft. The invention is further directed to a motor vehicle including such gear unit.

Abstract: A device synchronizes primary speed of a primary shaft receiving an electrical torque from an electric machine with a secondary speed lower than the primary speed of a secondary transmission shaft. The primary shaft and secondary shaft are decoupled. The primary shaft has a kinetic energy associated with the primary speed. The device provides electrical braking torque to the primary shaft until the primary speed is substantially equal to the secondary speed. The device also at least partially recovers, in the form of electrical energy, the kinetic energy lost by the primary shaft and transmits the electrical energy to an energy storage device.

Abstract: An operating device includes a tiltable operating member, a support supporting the operating member, a first movable member and a second movable member configured to move together with the operating member, a first magnetic body provided on the first movable member, a second magnetic body provided on a second movable member, and a permanent magnet supported by the support. When the operating member is in a reference position, the permanent magnet and the first and second magnetic bodies attract each other. When the operating member is tilted in a first direction from the reference position to be positioned in multiple positions, first, the first magnetic body moves away from the permanent magnet with the tilting of the first movable member, and next, the second magnetic body moves away from the permanent magnet with the tilting of the second movable member.

Abstract: A rotary shifter having a housing with a bezel cover. A knob is rotatably secured to the housing and is selectively rotatable between each of Reverse Neutral and Drive positions. A push button is configured within the rotary knob and, upon depressing, communicates with a sensor and switch within the housing for establishing the Park position. In a related variant, a Sport position lock ring is secured to a stem of the knob in a normally biasing engagement with an underside of the bezel cover to prevent shifting to the Sport position, the knob being vertically depressed in a counter direction to the bias in order to vertically unseat the lock ring and to permit subsequent rotation to the Sport position. A Sport position spring can also be provided supporting an underside of the plunger housing locker forming a portion of the plunger housing subassembly.

Abstract: A console assembly includes a base, a transmission shifter and an armrest. The transmission shifter is carried on the base and is displaceable between a plurality of transmission mode defining positions and a storage position wherein the transmission shifter is held within a shifter receiver in the base. The armrest is carried on the base and may be displaceable between a home position and a deployed position wherein a portion of the armrest overlies the transmission shifter in the shifter receiver.

Abstract: A vehicle includes a transmission; a shift operation member configured to be operated by a rider; a manual shift driving force transmission mechanism which transmits an operation force generated by the rider's operation of the shift operation member, to the transmission, as a shift driving force; a transmission actuator; an automatic shift driving force transmission mechanism which transmits a driving force generated by the transmission actuator to the manual shift driving force transmission mechanism, as the shift driving force, and the automatic shift driving force transmission mechanism includes a one-direction transmission section which prevents transmission of an operation of the manual shift driving force transmission mechanism to the transmission actuator, the operation being caused by the rider's operation of the shift operation member, the one-direction transmission section being configured to transmit the driving force generated by the transmission actuator to the manual shift driving force transmis

Abstract: The present disclosure discloses a sensing system for sensing a position of a gear shaft. The present disclosure may implement determination of whether the gear shaft is at a reverse gear position, a forward gear position or a neutral gear position by: partitioning a magnet into a first length region magnet and a second length region magnet, wherein the first length region magnet and the second length region magnet have different magnetic field directions, sensing and generating an inductive electrical signal reflecting motions of the first length region magnet and the second length region magnet; storing, by a memory unit, a first type reference signal for the first length region magnet and a second type reference signal for the second length region magnet, which are sensed by simulation; and comparing, by a processing unit, the inductive electric signal against the first type reference signal and the second type reference signal, which reflect different gear positions, respectively.

Abstract: When a lock bar is moved in a state in which a cam is rotated and an abutting face is abutted on a cam face of the cam, the abutting face is abutted on a circumferential face of the cam at a location excluding a lock bar moving direction position with respect to a center of rotation. Accordingly, a movement stroke of the lock bar with respect to a rotation angle of the cam can be increased.

Abstract: A vehicle includes a transmission having a park-override shaft. The vehicle further includes an override mechanism that includes a cannister disposed about the park-override shaft, a cam rotatably fixed to the park-override shaft, and a pawl rotatably secured to the cam. The vehicle further includes an override cable secured at a first end to the cam and at a second end to an actuator disposed within a cabin of the vehicle. Actuation of the actuator rotates the cam and displaces the pawl.

Abstract: The present invention relates to a range switching device for performing range switching of an automatic transmission by using an actuator that is electrically controlled to be driven, and to a switching method thereof. A range switching device of an automatic transmission that can reduce collision noise occurring from a detent mechanism and a switching method thereof are provided. The automatic transmission includes a detent mechanism that presses a roller against a groove by using a spring, moves the roller between grooves, and determines a range position of the transmission, and a range of the transmission is changed by driving the detent mechanism by the actuator. In changing a range position of the transmission, the actuator is braked in accordance with a drawing force of the spring into a groove so that energy of the velocity when the roller reaches a target stop position can be controlled to approach zero.

Abstract: A column-mounted shifter for a transmission includes a housing adapted to mount on a steering column and a shaft supported for rotation within the housing. A lever is operably coupled to the shaft and extends radially therefrom. The lever is pivotal between a series of positions corresponding to a series of modes of the transmission. Rotation of the lever causes rotation of the shaft within the housing. A sensor is configured to sense rotation of the shaft and output a signal indicative of the position of the lever. An actuator arrangement is connectable with the shaft and is configured to rotate the lever from one of the positions to another of the positions.

Abstract: A lever apparatus includes a lever operated by a user, a biasing member that is a source of an operation reaction force of the lever, and a linkage mechanism configured to link the lever and the biasing member. The linkage mechanism includes a lever-side rotating body pivoted according to pivoting of the lever, and a biasing member-side rotating body engaged with lever-side rotating body and installed closer to the biasing member than the lever-side rotating body. The linkage mechanism varies a ratio of a variation of a rotation angle of the biasing member-side rotating body to a variation of a rotation angle of the lever-side rotating body according to an operation amount of the lever.

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: A motor includes a bus bar assembly including a bus bar, a wiring member, and a bus bar holder. The bus bar holder includes a main body portion, a bottom portion, and a first circuit board support portion. The wiring member includes a circuit board connection terminal electrically connected to the circuit board. The circuit board connection terminal includes a contact portion connected to the circuit board, and applies force to the circuit board through the contact portion. The first circuit board support portion is disposed at a region of the bottom portion to define a side at which the circuit board connection terminal is located when viewed from one direction. The first circuit board support portion and the contact portion are located at different positions when viewed from the one direction.

Abstract: A vehicle includes a transmission lever for receiving a change speed command and including a knob, and a transmission apparatus for changing a speed of the vehicle according to the change speed command received by the transmission lever, wherein the transmission lever is located at any one gear position among a reverse (R) gear position, a neutral (N) gear position and a driving (D) gear position, and a shape of the knob is changed according to the gear position at which the transmission lever is located.