Abstract: A speed change ratio controller, which controls a speed change ratio of the continuously variable transmission, normally exercises map control according to a predetermined speed change ratio map so that a V-N characteristic curve prescribed by a vehicle speed (V) and an engine rotational frequency (N) falls in a range of a predetermined region of speed change. When an accelerator opening degree exceeds a predetermined range and a vehicle load exceeds a predetermined range a target speed change ratio is corrected so that the V-N characteristic curve gets out of the predetermined region of speed change. After the V-N characteristic curve gets out of the region of speed change, the necessity of continuation of acceleration or deceleration is determined on the basis of a predetermined condition such as returning of an accelerator grip, and when the continuation is unnecessary, normal map control is automatically restored.

Abstract: A transmission 20 includes an input shaft 12, an output shaft 13, a primary sheave 23 that rotates together with the input shaft 12, a secondary sheave 24 that rotates together with the output shaft 13, and a belt 25 wound around both the primary sheave 23 and the secondary sheave 24. The transmission 20 includes a motor 22 that shifts a transmission ratio by driving a movable sheave 23a of the primary sheave 23. A control device (ECU 5) of the transmission 20 includes a secondary sheave rotation speed sensor 28 that detects rotation of the belt 25, and a control portion 55 of the ECU 5 performs a sheave position control (normal control of the transmission ratio) after rotation of the belt 25 is detected after starting.

Abstract: To place an electric motor, which composes a groove width adjustment mechanism, away from a heat source so that the electric motor can be cooled actively, and to improve both the protection and the maintainability of the electric motor. A primary sheave 113 and a secondary sheave 123 each forming a V-groove with a variable width for receiving a belt are provided. A case 105 for housing the primary sheave 113 and the secondary sheave 123 is formed with an opening 110 for sucking and exhausting air into and out of the case 105. An electric motor 140 for driving a groove width adjustment mechanism 141 for the V-groove of the primary sheave 113 is disposed in an airflow path outside the case 105.

Abstract: A control system for an electronically controlled continuously variable transmission of a straddle type vehicle in which an intentional shift down operation is easily made in an AT mode. An MT mode temporarily selecting section makes the gear change mode selecting section select the MT mode temporarily and makes the gear ratio control section change the gear ratio of the transmission to a gear ratio from among a plurality of predetermined gear ratios that is positioned lower than a current gear ratio when a mode change signal is inputted in AT mode. An AT mode returning section returns the gear change mode selected by the gear change mode selecting section to AT mode when a release signal is outputted after MT mode is temporarily selected by the MT mode temporarily selecting section.

Abstract: A straddle type vehicle with a control unit that improves riding comfort and controls the speed change of a continuously variable transmission electronically. Engine output is controlled by an accelerator operating part. The control unit shifts to a kick down mode where a speed change ratio is shifted to be lower than in a normal mode according to operation of a kick down switch separate from the accelerator operating part. A kick down release command is issued according to a state of the vehicle, and kick down mode is released and returned to normal mode.

Abstract: The preferred embodiments of the present invention allow for easy shift-down and adjustment of a shift-down amount. According to some examples, a transmission (20) includes an electronically controlled transmission mechanism (21), and a control unit (5) that controls the transmission mechanism (21). The control unit (5) includes a transmission ratio control portion (55), a shift mode selection portion (52) that can select an AT mode and that shifts to a shift-down permission mode when a shift-down permission signal (101) is output in the AT mode, and a shift-down operation amount computation portion (51) that computes a shift-down operation amount based on a vehicle state of a motorcycle (1). The transmission ratio control portion (55) shifts down the transmission ratio of the transmission (20) based on the shift-down operation amount when a throttle (70) is operated in the shift-down permission mode.

Abstract: A straddle-type vehicle that can be accelerated rapidly by a simple operation irrespective of a selected drive mode includes a control unit that executes first control of switching between a plurality of drive modes A and B, and in each of at least two of the drive modes A and B, and second control of shifting the change gear to a kick-down state A1 or B1 in which the speed change ratio is lower than that of the drive mode A or B, according to operation of a shift-down operation member.

Abstract: A transmission 20 includes an input shaft 12, an output shaft 13, a primary sheave 23 that rotates together with the input shaft 12, a secondary sheave 24 that rotates together with the output shaft 13, and a belt 25 wound around both the primary sheave 23 and the secondary sheave 24. The transmission 20 includes a motor 22 that shifts a transmission ratio by driving a movable sheave 23a of the primary sheave 23. A control device (ECU 5) of the transmission 20 includes a secondary sheave rotation speed sensor 28 that detects rotation of the belt 25, and a control portion 55 of the ECU 5 performs a sheave position control (normal control of the transmission ratio) after rotation of the belt 25 is detected after starting.

Abstract: [Problem to be Solved] To provide a belt continuously variable transmission for a straddle type vehicle that provides better shift response without the need of increasing the size of an electric motor. [Solution] A primary sheave 10 and a secondary sheave 11 are each composed of a fixed flange 10A, 11A and a movable flange 10B, 11B. The groove width of the primary sheave 10 is made to change by an electric motor moving the movable flange 10B of the primary sheave 10, and the movable flange 11B of the secondary sheave 11 is urged in the direction to narrow the groove width thereof by a spring 13. The respective movable flanges 10B, 11B of the primary sheave 10 and the secondary sheave 11 are further provided with torque cam assemblies 14, 15 for applying thrusts in the axial directions of the movable flanges 10B, 11B in response to differences in torque between the fixed flanges 10A, 11A and the movable flanges 10B, 11B.

Abstract: The preferred embodiments of the present invention allow for easy shift-down and adjustment of a shift-down amount. According to some examples, a transmission (20) includes an electronically controlled transmission mechanism (21), and a control unit (5) that controls the transmission mechanism (21). The control unit (5) includes a transmission ratio control portion (55), a shift mode selection portion (52) that can select an AT mode and that shifts to a shift-down permission mode when a shift-down permission signal (101) is output in the AT mode, and a shift-down operation amount computation portion (51) that computes a shift-down operation amount based on a vehicle state of a motorcycle (1). The transmission ratio control portion (55) shifts down the transmission ratio of the transmission (20) based on the shift-down operation amount when a throttle (70) is operated in the shift-down permission mode.

Abstract: A control system for an electronically controlled continuously variable transmission of a straddle type vehicle in which an intentional shift down operation is easily made in an AT mode. An MT mode temporarily selecting section makes the gear change mode selecting section select the MT mode temporarily and makes the gear ratio control section change the gear ratio of the transmission to a gear ratio from among a plurality of predetermined gear ratios that is positioned lower than a current gear ratio when a mode change signal is inputted in AT mode. An AT mode returning section returns the gear change mode selected by the gear change mode selecting section to AT mode when a release signal is outputted after MT mode is temporarily selected by the MT mode temporarily selecting section.

Abstract: A straddle type vehicle with a control unit that improves riding comfort and controls the speed change of a continuously variable transmission electronically. Engine output is controlled by an accelerator operating part. The control unit shifts to a kick down mode where a speed change ratio is shifted to be lower than in a normal mode according to operation of a kick down switch separate from the accelerator operating part. A kick down release command is issued according to a state of the vehicle, and kick down mode is released and returned to normal mode.

Abstract: A straddle -type vehicle that can be accelerated rapidly by a simple operation irrespective of a selected drive mode includes a control unit that executes first control of switching between a plurality of drive modes A and B, and in each of at least two of the drive modes A and B, and second control of shifting the change gear to a kick-down state A1 or B1 in which the speed change ratio is lower than that of the drive mode A or B, according to operation of a shift-down operation member.

Abstract: A vehicle that effectively sets a gear ratio when a driver turns off a main switch during running of the vehicle includes an engine, a main switch arranged to control the engine and being operable by a driver, a continuously variable transmission arranged to transmit a drive force generated at the engine to a rear wheel, and a speed change control apparatus arranged to control a gear ratio of the continuously variable transmission and continuously control the gear ratio of the continuously variable transmission after the engine is instructed to stop due to the driver turning off the main switch.

Abstract: To place an electric motor, which composes a groove width adjustment mechanism, away from a heat source so that the electric motor can be cooled actively, and to improve both the protection and the maintainability of the electric motor. A primary sheave 113 and a secondary sheave 123 each forming a V-groove with a variable width for receiving a belt are provided. A case 105 for housing the primary sheave 113 and the secondary sheave 123 is formed with an opening 110 for sucking and exhausting air into and out of the case 105. An electric motor 140 for driving a groove width adjustment mechanism 141 for the V-groove of the primary sheave 113 is disposed in an airflow path outside the case 105.

Abstract: A vehicle includes a drive source, a continuously variable transmission, and a controller. The continuously variable transmission includes a primary sheave and a secondary sheave each having of a fixed flange and a movable flange. The movable flange of the primary sheave is moved by an electric motor to adjust the width of a groove of the primary sheave. The movable flange of the secondary sheave is normally urged in the direction to narrow the width of a groove of the secondary sheave by a spring and a secondary side actuator. The controller is connected to a sheave position detecting device, which outputs to the controller information on a position of the movable flange of the primary sheave during hard braking. When the vehicle is restarted, the controller controls the electric motor using the information on the position of the movable flange of the primary sheave.

Abstract: A controller of a continuously variable transmission makes sufficient use of the essential engine performance of a motorcycle or the like. A speed change ratio controller, which controls a speed change ratio of the continuously variable transmission, normally exercises map control according to a predetermined speed change ratio map so that a V-N characteristic curve prescribed by a vehicle speed (V) and an engine rotational frequency (N) falls in a range of a predetermined region of speed change. When an accelerator opening degree exceeds a predetermined range and a vehicle load exceeds a predetermined range a target speed change ratio is corrected so that the V-N characteristic curve gets out of the predetermined region of speed change.

Abstract: A vehicle that effectively sets a gear ratio when a driver turns off a main switch during running of the vehicle includes an engine, a main switch arranged to control the engine and being operable by a driver, a continuously variable transmission arranged to transmit a drive force generated at the engine to a rear wheel, and a speed change control apparatus arranged to control a gear ratio of the continuously variable transmission and continuously control the gear ratio of the continuously variable transmission after the engine is instructed to stop due to the driver turning off the main switch.

Abstract: To provide a continuously variable transmission and a control method thereof, allowing for control of the axial position of a movable sheave without a sensor for measuring the axial position of the movable sheave on a rotational shaft and for stable control with the movable sheave being held in position, without the increase in the size of mechanisms and power consumption. A continuously variable transmission in which, on a rotational shaft 1 thereof are mounted a fixed sheave 2 positioned in the axial direction and a movable sheave 3 slidable axially, so as to face each other, a motor is provided for driving the movable sheave, and a slide driving means 16 is provided for sliding the movable sheave 3 axially by the rotation of the motor, characterized in that: the motor is a step motor 6, and the step motor 6 and the slide drive means 16 are mounted coaxially with the rotational shaft 1.