Piaggio & C. S.p.A.

The transmission unit ( 15 ) for motor vehicle ( 1 ) comprises a shaft ( 23 ) of the driving wheel, operatively connected to a main drive ( 19, 97 ) to control forward drive, and a reverse drive electric motor ( 21 ). The transmission unit further comprises a control bushing ( 47 ) rotated by the reverse drive electric motor ( 21 ), and a driven transmission bushing ( 63 ), operatively connected to the shaft ( 23 ) of the driving wheel. An actuator ( 121 ) is provided for controlling mutual coupling between the control bushing ( 47 ) and the driven transmission bushing ( 63 ) to transmit the motion of the reverse drive electric motor ( 21 ) to the shaft ( 23 ) of the driving wheel.

The present invention relates to a method for determining an operative shift configuration of a drive mechanism ( 1 ) of a gearbox (G) of a saddle-ride type vehicle ( 4 ). In particular, this method is applied to a drive mechanism ( 1 ) comprising a pedal shift lever ( 12 ) and a quick-shifter device ( 5 ) that connects, directly or indirectly, the lever to the gearbox, where this device includes a rod ( 10 ) and first sensor means (SM 0 , SM 1 -SM 2 ) that detect the variation of the tension state of said rod ( 10 ) following a gear shifting. The method according to the invention includes acquiring a first signal (S 1 ) generated by said first sensor means and determining, based on said first signal, whether the rod is in a traction tension state or in a compression tension state. The method also includes acquiring at least a second signal (S 2 ) generated by second sensor means (SM 3 ) and determining, based on this second signal (S 2 ), the gear engaged following said gear shifting and/or the direction of said gear shifting. Finally, the method includes determining the operative shift configuration of the drive mechanism based on the tension state determined in the step B) and the gear engaged and/or based on the direction of said gear shifting determined in the step D).

The present invention relates to a method for determining an operative shift configuration of a drive mechanism ( 1 ) of a gearbox (G) of a saddle-ride type vehicle ( 4 ). In particular, this method is applied to a drive mechanism ( 1 ) comprising a pedal shift lever ( 12 ) and a quick-shifter device ( 5 ) that connects, directly or indirectly, the lever to the gearbox, where this device includes a rod ( 10 ) and first sensor means (SM 0 , SM 1 -SM 2 ) that detect the variation of the tension state of said rod ( 10 ) following a gear shifting. The method according to the invention includes acquiring a first signal (S 1 ) generated by said first sensor means and determining, based on said first signal, whether the rod is in a traction tension state or in a compression tension state. The method also includes acquiring at least a second signal (S 2 ) generated by second sensor means (SM 3 ) and determining, based on this second signal (S 2 ), the gear engaged following said gear shifting and/or the direction of said gear shifting. Finally, the method includes determining the operative shift configuration of the drive mechanism based on the tension state determined in the step B) and the gear engaged and/or based on the direction of said gear shifting determined in the step D).

A gear shift ( 100 ) is described for a saddle vehicle (M) comprising a shift lever ( 110 ), a selecting element ( 130 ) actuated through the shift lever ( 110 ) and a selector drum ( 150 ) connected to the selecting element ( 130 ) and adapted to engage gears. The gear shift ( 100 ) further comprises a block device ( 140 ) functionally connected to the selector drum ( 150 ) and configured so as to be switched between: a first configuration, wherein the block device ( 140 ) allows engaging a first gear (I) from a neutral gear (N) in a first change direction (Up), a second configuration, wherein the block device ( 140 ) inhibits the subsequent engagement of the neutral gear (N) from the first gear (I) in a second change direction (Dwn). Control means ( 120 ) of the block device ( 140 ) are further provided, actuated by a rider (G) so as to define a third configuration, wherein the block device ( 140 ) is disabled in order to allow engaging the neutral gear (N) from the first gear (I) in the second change direction (Dwn).

A high performance synchronous transmission to be used aboard a motorcycle for transmitting the motion generated by an engine to a driving wheel, between a crankshaft and a hub shaft parallel therebetween and perpendicular to the median plane of the motorcycle, comprising on the crankshaft a centrifugal clutch, for the automatic engagement of the first speed above a predetermined rotation regime, and a driving pulley apt to transmit the motion through a subsequent kinematic chain, is provided with a coupling between crankshaft and driving pulley which connects them directly, by determining with its own engagement the exclusion of said centrifugal clutch, said coupling being controlled in disengagement when a control lever is in active position.

A synchronous transmission ( 1 ) for a motorcycle comprises a primary shaft ( 51 ) of mechanical gearbox, and a pair of secondary shafts ( 52, 53 ) equipped with one or more secondary gearwheels for transmitting the motion to a hub shaft ( 75 ), wherein a desmodromic drum ( 70 ) actuates a pair of coupling forks ( 67, 68 ) selectively defining the position of respective sliding couplings ( 65, 66 ) between primary ( 51 ) and secondary shafts ( 52, 53 ) to select all speeds of the transmission, the desmodromic drum ( 70 ) being in phase with a device ( 80 ) for actuating the gearwheels, and wherein the coupling forks ( 67, 68 ) are equipped with a cam follower end ( 69 ) maneuvered by said desmodromic drum ( 70 ) having a cylindrical surface ( 79 ) whereon a single desmodromic track ( 19 ) is formed.

A gear shift ( 100 ) is described for a saddle vehicle (M) comprising a shift lever ( 110 ), a selecting element ( 130 ) actuated through the shift lever ( 110 ) and a selector drum ( 150 ) connected to the selecting element ( 130 ) and adapted to engage gears. The gear shift ( 100 ) further comprises a block device ( 140 ) functionally connected to the selector dmm ( 150 ) and configured so as to be switched between: a first configuration, wherein the block device ( 140 ) allows engaging a first gear (I) from a neutral gear (N) in a first change direction (Up), a second configuration, wherein the block device ( 140 ) inhibits the subsequent engagement of the neutral gear (N) from the first gear (I) in a second change direction (Dwn). Control means ( 120 ) of the block device ( 140 ) are further provided, actuated by a rider (G) so as to define a third configuration, wherein the block device ( 140 ) is disabled in order to allow engaging the neutral gear (N) from the first gear (I) in the second change direction (Dwn).

A high performance synchronous transmission to be used aboard a motorcycle for transmitting the motion generated by an engine to a driving wheel, between a crankshaft and a hub shaft parallel therebetween and perpendicular to the median plane of the motorcycle, having a primary shaft of mechanical gearbox equipped with a primary gearwheel, and a pair of secondary gearwheels equipped with one or more secondary shafts for transmitting the motion to a hub shaft, wherein the primary shaft receives the motion through a driven pulley which receives the motion by a driving pulley connected to the crankshaft, an input clutch being provided on the primary shaft.

A continuously variable transmission device ( 1 ) for a two-wheel, three-wheel or four-wheel motorcycle includes a cam system ( 20, 22; 32 a, 32 b ) operating between a fixed bushing ( 11 ) and a mobile bushing ( 9 ). The device is configured to obstruct the approach between the active surfaces ( 8 a, 10 a ) or to facilitate the approach of the active surfaces.

A synchronized transmission ( 1 ) used in a motorcycle, wherein a crankshaft actuated by the engine and a driven shaft, connected to a rear wheel, are substantially parallel and kinematically connected therebetween, comprising a first axial actuation synchronizer ( 16 ) placed at the front of the crankshaft ( 2 ) and a second axial actuation synchronizer ( 17 ) arranged at the front of a driven shaft kinematically connected to a rear wheel, each synchronizer ( 16, 17 ) comprising a respective rotating cam actuator ( 26, 29 ) having a cam ( 29 ) apt to be rotated by a respective cam spindle ( 30 ) by determining a translation thereof which interferes with an actuation end of the respective synchronizer ( 16, 17 ).