Abstract: The mobile body includes: a stepped transmission; a clutch; a control device; a drive source; an output detection means that acquires an output of the drive source; and an acceleration detection means that acquires acceleration; in which the control device includes: a travel resistance calculation means that calculates a travel resistance based on the acceleration; and a clutch capacity setting means that performs clutch capacity setting based on the output and the travel resistance.

Abstract: A transmission includes a shift drum, an angular sensor, and a control unit. The control unit has reference values of the output values at a first rotation angle and a second rotation angle of the shift drum. The control unit is configured to obtain the output values at the first rotation angle and the second rotation angle as a first output value and a second output value, respectively. The control unit is configured to correct the output value output between the first rotation angle and the second rotation angle based on a difference between the first output value and the reference value at the first rotation angle and a difference between the second output value and the reference value at the second rotation angle.

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 vehicle power unit has a transmission apparatus including a transmission, and a transmission actuating mechanism including a speed reduction gear train having multiple speed reduction stages for transmitting power from a drive gear on a drive shaft of a shift motor to a driven gear on a drum turning shaft of a shift drum. The speed reduction gear train has a speed reduction ratio ranging from 23 to 45, and the shift motor is a DC electric motor that produces a pulsating cogging torque having a maximum value ranging from 0.04 to 0.07 Nm. The vehicle power unit enables the transmission actuating mechanism to be made up of a reduced number of parts and to be simple in structure, making the transmission apparatus small in size, and ensures quicker and smoother gear changes with an electric motor.

Abstract: An ECU rotates a shift drum in a first direction by driving of an actuator, changes an axial position of an engaging protrusion of a shift fork from a first axial position corresponding to a first gear level before gear shifting to a second axial position corresponding to a second gear level after gear shifting, rotates the shift drum in a second direction opposite to the first direction by a prescribed angle within a range in which the second gear level is maintained by driving of the actuator, and returns the axial position of the engaging protrusion of the shift fork to a side closer to the first axial position than the second axial position by a prescribed amount.

Abstract: In a vehicle power unit, a drum rotary shaft member on one side of a shift drum is provided with a driven gear. A case side wall on one side of an engine crankcase supporting the drum rotary shaft member is covered by a case cover member in opposing relation thereto. A shift motor is mounted to the case cover member, with a driving gear thereof directed to protrude toward the case side wall. A speed reducing gear train has gear shafts and provides a multiplicity of speed reduction stages for transmitting power from the driving gear to the driven gear. The speed reducing gear train is arranged with both ends of its gear shafts thereof supported on the case side wall and the case cover member, respectively. Such arrangement provides a vehicle power unit for a fast and smooth shift by an electric motor.

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: 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 includes a shift drum, an angular sensor, and a control unit. The control unit has reference values of the output values at a first rotation angle and a second rotation angle of the shift drum. The control unit is configured to obtain the output values at the first rotation angle and the second rotation angle as a first output value and a second output value, respectively. The control unit is configured to correct the output value output between the first rotation angle and the second rotation angle based on a difference between the first output value and the reference value at the first rotation angle and a difference between the second output value and the reference value at the second rotation angle.

Abstract: A vehicle power unit is disclosed which prevents a transmission apparatus from becoming large in size and promotes reduction in size by reducing the number of parts. A transmission shift drum has a driven gear mounted on a shift drum rotary shaft portion on one end of the shift drum. An extended support wall is formed to extend to outside in a vehicle width direction in parallel with a first case side wall of a crankcase. The case side wall supports the first drum rotary shaft portion on which the driven gear is mounted. The extended support wall and the first case side wall support thereon gears of a reduction gear train between a drive gear of a shift motor mounted on the extended support wall and the driven gear.

Abstract: A transmission system for a vehicle has a shift driving mechanism which operates, under control by a control unit, at the time of shifting the gear position, to disengage a transmission gear of a current gear position and a shifter from each other after engaging a transmission gear of a next gear position and a shifter with each other in a condition where a transmission clutch that transmits power to the transmission gear of the next gear position is in an engaged state. This ensures smoother and swifter shifting of gear position.

Abstract: In a vehicle power unit, a drum rotary shaft member on one side of a shift drum is provided with a driven gear. A case side wall on one side of an engine crankcase supporting the drum rotary shaft member is covered by a case cover member in opposing relation thereto. A shift motor is mounted to the case cover member, with a driving gear thereof directed to protrude toward the case side wall. A speed reducing gear train has gear shafts and provides a multiplicity of speed reduction stages for transmitting power from the driving gear to the driven gear. The speed reducing gear train is arranged with both ends of its gear shafts thereof supported on the case side wall and the case cover member, respectively. Such arrangement provides a vehicle power unit for a fast and smooth shift by an electric motor.

Abstract: A vehicle power unit has a transmission apparatus including a transmission, and a transmission actuating mechanism including a speed reduction gear train having multiple speed reduction stages for transmitting power from a drive gear on a drive shaft of a shift motor to a driven gear on a drum turning shaft of a shift drum. The speed reduction gear train has a speed reduction ratio ranging from 23 to 45, and the shift motor is a DC electric motor that produces a pulsating cogging torque having a maximum value ranging from 0.04 to 0.07 Nm. The vehicle power unit enables the transmission actuating mechanism to be made up of a reduced number of parts and to be simple in structure, making the transmission apparatus small in size, and ensures quicker and smoother gear changes with an electric motor.

Abstract: A vehicle power unit is disclosed which prevents a transmission apparatus from becoming large in size and promotes reduction in size by reducing the number of parts. A transmission shift drum has a driven gear mounted on a shift drum rotary shaft portion on one end of the shift drum. An extended support wall is formed to extend to outside in a vehicle width direction in parallel with a first case side wall of a crankcase. The case side wall supports the first drum rotary shaft portion on which the driven gear is mounted. The extended support wall and the first case side wall support thereon gears of a reduction gear train between a drive gear of a shift motor mounted on the extended support wall and the driven gear.

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 transmission that reduces the difference of rotational speed when engaging a main shaft-side sprocket and a main shaft-outer shaft, in a low-speed traveling mode. When shifting from first gear to neutral in the transmission, a dog on a drive gear is engaged with a dog hole in a main shaft-side sprocket, engagement between a dog on a driven gear for first gear and a dog hole in a driven gear is released, and then a first clutch and a second clutch are disconnected with the drive gear and the main shaft-side sprocket being engaged.

Abstract: A braking force control apparatus for a saddle ride vehicle includes a transmission controller which reduces driving force of an engine by a predetermined speed reduction ratio and transmits the driving force to a drive wheel, a clutch device which connects—disconnects the driving force between the engine and the transmission, a brake device which generates braking force on the drive wheel, and a sensor which detects a state of the transmission. The transmission switches between a neutral state and an in-gear state, and when the sensor detects that the transmission is switching from the neutral state to the in-gear state, the controller causes the brake device to generate braking force on the drive wheel, and then releases the braking force upon completion of the switching to the in-gear state.

Abstract: A braking force control apparatus in a motorcycle, includes a controller which controls a transmission to reduces driving force of an engine by a predetermined speed reduction ratio and transmits the driving force to a drive wheel of a vehicle, a clutch between the engine and the transmission, and brake devices which generate braking force on the wheels. The vehicle is switchable between a normal and a slow speed driving modes. In the slow speed mode the controller detects an inclination pitching angle ?, and causes the brake devices to generate braking force on at least one of the drive wheels when ??a predetermined value, then starts switching the clutch to a connected state when a driving operation is input, and gradually releases the braking force once driving force starts to be transmitted to the drive wheel.

Abstract: A transmission system for a vehicle has a shift driving mechanism which operates, under control by a control unit, at the time of shifting the gear position, to disengage a transmission gear of a current gear position and a shifter from each other after engaging a transmission gear of a next gear position and a shifter with each other in a condition where a transmission clutch that transmits power to the transmission gear of the next gear position is in an engaged state. This ensures smoother and swifter shifting of gear position.

Abstract: A power unit includes a transmission adapted to transmit rotational power from a crankshaft to a drive axle, with speed change. The transmission has an input shaft rotatably supported on a crankcase. A hydraulic clutch, configured to be selectively engaged and disengaged, is disposed coaxially with the input shaft. A clutch cover covering the hydraulic clutch is connected to the crankcase. A clutch actuator, which controls switching between engagement and disengagement of the hydraulic clutch, and an actuator cover, which covers the clutch actuator in a liquid-tight manner, are mounted to an outer surface of the clutch cover. An oil temperature sensor is mounted to the actuator cover, and is provided for detecting a temperature of oil in an oil chamber, formed between the clutch cover and the actuator cover.