Electric continuously-variable transmission

Abstract

To efficiently arrange an actuator of an electric continuously-variable transmission.SOLUTION: An electric continuously-variable transmission comprises a drive pulley 46, a driven pulley 48, a transmission belt 49, a transmission case 15a, and an actuator 50 mounted to the transmission case 15a to change the groove width of the drive pulley 46. In the electric continuously-variable transmission, the actuator 50 comprises a motor 56 for generating rotational power, and a feed screw mechanism 73 for converting the rotational power of the motor 56 into axial power of the drive pulley 46. The feed screw mechanism 73 is arranged axially parallel to both pulleys 46, 48 and, in a side view from the axial direction of both pulleys 46, 48, is arranged outside an outer diameter 46a of the drive pulley 46. The motor 56 of the actuator 50 is arranged outside the transmission case 15a in the axial direction (vehicle width direction), and in the side view, is arranged inside the outer diameter 46a of the drive pulley 46.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present invention relates to an electric continuously variable transmission. [Background technology]

[0002] In recent years, research and development has been conducted into improving fuel efficiency, which contributes to energy efficiency, in order to ensure that more people have access to affordable, reliable, sustainable and advanced energy. In belt-type continuously variable transmissions used in saddle-ride vehicles such as motorcycles, the gear ratio is changed according to the rotation speed by using centrifugal weights. However, to further improve fuel efficiency, it is preferable to perform gear change control that takes into account more conditions than just the rotation speed. For example, Patent Document 1 describes an electric belt-type continuously variable transmission that includes a drive pulley supported on an input shaft, a driven pulley supported on an output shaft, a transmission belt wound around both pulleys, and an actuator that is driven by a control device and applies an axial force to one of the pulleys to change the groove width. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2016 / 132833 Summary of the Invention [Problem to be solved by the invention]

[0004] However, this technology for improving fuel economy has had issues with component placement. Specifically, if the case containing the actuator's motor is placed between the drive pulley and the driven pulley, it can be difficult to place the actuator depending on the outer diameter of each pulley. Furthermore, because the actuator's motor is placed inside the transmission compartment, cooling the motor is also an issue.

[0005] The present invention aims to solve the above-mentioned problems by efficiently arranging the actuator of an electric continuously variable transmission, which in turn contributes to improving energy efficiency. [Means for solving the problem]

[0006] As a means for solving the above-mentioned problems, a first aspect of the present invention is a drive pulley (46) supported on an input shaft (12), a driven pulley (48) supported on an output shaft (47), a transmission belt (49) wound around the drive pulley (46) and the driven pulley (48), a transmission case (15a) accommodating the drive pulley (46), the driven pulley (48), and the transmission belt (49), and an actuator attached to the transmission case (15a) and driven by a control device, in which one of the drive pulley (46) and the driven pulley (48) is a controlled pulley (46), and which applies an axial force to a movable sheave (52) of the controlled pulley (46) to change the groove width. In the electric continuously variable transmission device including the actuator (50), the actuator (50) includes a motor (56) that generates rotational power, and a feed screw mechanism (73) that converts the rotational power of the motor (56) into axial power of the controlled pulley (46), and the feed screw mechanism (73) is arranged in parallel with the axial direction of both pulleys (46, 48) and is arranged outside the outer diameter (46a) of the controlled pulley (46) in a side view seen from the axial direction of both pulleys (46, 48), and the motor (56) of the actuator (50) is arranged outside the transmission case (15a) in the axial direction and is arranged inside the outer diameter (46a) of the controlled pulley (46) in the side view. According to this configuration, by arranging the feed screw mechanism radially outside the controlled pulley, the feed screw mechanism and the controlled pulley overlap in the axial direction, making it possible to easily connect the feed screw mechanism and the movable sheave of the controlled pulley. By arranging the actuator motor outside the transmission case so that it overlaps with the controlled pulley in the axial direction, compared to a configuration in which the motor is arranged between the two pulleys, it is possible to improve the cooling performance of the motor and make it easier to arrange the motor regardless of the outer diameter of each pulley.

[0007] In a second aspect of the present invention, in the first aspect, the electric continuously variable transmission is applied to a saddle-ride vehicle (1) equipped with a main stand (36) that supports the vehicle body in an upright position, and the axial directions of both pulleys (46, 48) are arranged along the vehicle width direction, and in the vehicle width direction, the outermost end (56c1) of the motor (56) is located more inward in the vehicle width direction than the outermost end (36b1) of the main stand (36). According to this configuration, by positioning the outer end of the motor, which is located on the outer side of the transmission case in the vehicle width direction, more inward in the vehicle width direction than the outer end of the main stand, it is possible to prevent external disturbances from reaching the motor from the outside in the vehicle width direction and to prevent the motor from interfering with stand operation.

[0008] In a third aspect of the present invention, in the first or second aspect, the electric continuously variable transmission is applied to a saddle-ride vehicle (1) that corners by banking the body left and right, and the axial directions of both pulleys (46, 48) are arranged along the vehicle width direction, and the drive shaft (56a) of the motor (56) is arranged above a straight line (T1) connecting the central axis (C2) of the drive pulley (46) and the central axis (C3) of the driven pulley (48) as viewed from the vehicle width direction. With this configuration, by positioning the motor's drive shaft above the line connecting the axes of the drive pulley and driven pulley when viewed from the side in the vehicle width direction, it is possible to increase the motor's ground clearance as much as possible and ensure the bank angle of the vehicle body.

[0009] A fourth aspect of the present invention is any one of the first to third aspects, wherein the feed screw mechanism (73) is arranged on a straight line (T1) connecting the central axis (C2) of the drive pulley (46) and the central axis (C3) of the driven pulley (48) when viewed in the axial direction. According to this configuration, when viewed from the side in the vehicle width direction, the feed screw mechanism extending in the axial direction is positioned on a straight line connecting the axes of the drive pulley and the driven pulley, making it possible to position the feed screw mechanism having an axial length while avoiding the variable region of the transmission belt that changes the winding diameter around both pulleys.

[0010] A fifth aspect of the present invention is any one of the first to fourth aspects, in which the electric continuously variable transmission is applied to a saddle-ride vehicle (1), the transmission case (15a) has an air intake (107) for taking in outside air into the case, and the motor (56) is arranged rearward of the vehicle from the air intake (107). According to this configuration, by locating the motor further rearward of the air intake port of the transmission case, the air intake to the air intake port is less likely to be affected by wind flowing around the motor when the vehicle is moving. [Effects of the Invention]

[0011] According to the present invention, the actuator of the electric continuously variable transmission can be efficiently arranged. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a left side view of a motorcycle according to an embodiment of the present invention. [Figure 2] FIG. 2 is a left side view showing the periphery of a power unit of the motorcycle. [Figure 3] FIG. 2 is a plan view including an exploded cross section of the drive pulley and its surroundings of the transmission of the power unit. [Figure 4] FIG. 4 is an enlarged cross-sectional view showing the developed cross section of FIG. 3. [Figure 5] 5 is an enlarged cross-sectional view showing the periphery of the feed screw mechanism of FIG. 4. [Figure 6] 1 is an exploded perspective view of an electric continuously variable transmission according to an embodiment; [Figure 7] FIG. 2 is a left side view of the power unit alone. [Figure 8] FIG. 3 is a left side view corresponding to FIG. 2, showing the arrangement of parts in the actuator unit in the power unit. [Figure 9] FIG. 2 is a rear view of the power unit. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following description, directions such as front, rear, left, and right are the same as directions in the vehicle described below unless otherwise specified. In addition, in the drawings used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, an arrow UP indicating the top of the vehicle, and a line CL indicating the center of the left and right sides of the vehicle body are shown in appropriate locations. The term "middle" used in this embodiment refers not only to the center between both ends of an object, but also to the range inside the both ends of the object.

[0014] <Entire vehicle> FIG. 1 is a left side view of a motorcycle 1 according to an embodiment of the present invention. Motorcycle 1 is an example of a saddle-ride type vehicle. Motorcycle 1 is a scooter-type vehicle having a floor-like step (footrest) and a straddle space K1 for getting on and off in front of seat 28, but it may also be a vehicle having a bar-type step or a knee-grip portion. Motorcycle 1 is a unit swing type vehicle in which engine (prime mover) 11 and transmission 15 are integrated and can swing up and down together with rear wheel (drive wheel) 4, but it may also be a vehicle in which at least one of engine 11 and transmission 15 is fixedly supported on body frame 20.

[0015] The motorcycle 1 has a front wheel 3 steered by a handlebar 2, and a rear wheel 4 driven by a power unit 10 including a power source. Steering system components including the handlebar 2 and the front wheel 3 are steerably supported on a head pipe 21 located at the front end of a body frame 20. The front part of the power unit 10 is supported via a suspension link or the like at the midpoint between the front and rear of the body frame 20 so as to be able to swing up and down. The rear end of the power unit 10 is supported at the rear of the body frame 20 via a rear cushion 9, which is a shock absorber.

[0016] The body frame 20 comprises a head pipe 21 that extends in the vertical direction at an angle so that the upper side is positioned further rearward in a side view, an upper down frame 22 that extends rearward from the middle part of the head pipe 21 in a downward direction from the upper to lower part, a lower down frame 23 that extends downward from the lower part of the head pipe 21 and then bends rearward and extends, seat rails 24 that extend rearward and upward from the middle part of the length of the upper down frame 22, and a center frame 25 that extends rearward and bends rearward from the rear end part of the lower down frame 23 and supports the middle part of the length of the seat rail 24 from below.

[0017] The periphery of the body frame 20 is covered with a body cover 30. A seat 28 for a passenger to sit on is provided above the rear of the body cover 30. The vehicle body cover 30 includes a pair of left and right step floors 31 on which a driver seated in the seat 28 places his or her feet, a center tunnel 32 extending in the longitudinal direction of the vehicle between the left and right step floors 31, a front body cover 33 continuing forward of the center tunnel 32 and the left and right step floors 31, and a rear body cover 34 continuing rearward of the center tunnel 32 and the left and right step floors 31. A straddle space K1 is formed above the center tunnel 32 between the seat 28 and the handlebars 2 to make it easier for the occupant to straddle the vehicle body.

[0018] A main stand 36 that supports the vehicle body in an upright, standing position is supported on the underside of the power unit 10. The main stand 36 in Figure 1 is shown in a stored position, flipped up toward the rear of the vehicle. A side stand 37 that supports the vehicle body in an upright position, tilted to the left, is supported on the lower left side of the lower down frame 23. Figure 1 shows the side stand 37 in an upright position, supporting the vehicle body in an upright position.

[0019] <Power Unit 10> Fig. 2 is a left side view showing the periphery of the power unit 10 of the motorcycle 1. Fig. 3 is a plan view including an exploded cross section of the periphery of the drive pulley 46 of the V-belt continuously variable transmission 16 of the power unit 10. Fig. 4 is an enlarged cross section showing the exploded cross section of Fig. 3. 2 to 4, the power unit 10 includes a water-cooled single-cylinder engine (internal combustion engine) 11, and a transmission device 15 connected to the engine 11 and the rear wheel 4 to transmit the output of the engine 11 to the rear wheel 4. A transmission case 15a of the transmission device 15 is integrally coupled (for example, formed integrally) with the body (crankcase 13) of the engine 11.

[0020] 1, the engine 11 includes a crankcase 13 that supports the crankshaft 12, and a cylinder 14 that is coupled to the front of the crankcase 13. An intake device 18A is connected to the top of the cylinder head of the cylinder 14, and an exhaust device 19A is connected to the bottom of the cylinder head. An air cleaner 18 that is connected to the intake device 18A is supported on the top of the transmission case 15a. An exhaust muffler 19 that is connected to the exhaust device 19A is supported on a rear arm (not shown) that is located on the right side of the rear wheel 4.

[0021] The crankcase 13 is divided into left and right case halves in the left-right direction (only the left case half 13a is shown in Figures 3 and 4). The left and right case halves are joined together to form a crank chamber inside. The crank chamber houses a crank web and a crank pin (neither of which are shown) of the crankshaft 12. A piston is connected to the crank pin via a connecting rod (neither of which are shown).

[0022] The left case half 13a rotatably supports the left journal 12a of the crankshaft 12 via a left main bearing 48b. Although not shown, the right case half rotatably supports the right journal 12a of the crankshaft 12 via a right main bearing. Line C1 in the drawing indicates the rotational center axis of the crankshaft 12 (the center axis of the journal).

[0023] <Electric continuously variable transmission> FIG. 6 is an exploded perspective view of the electric continuously variable transmission according to the embodiment. 2 to 4 and 6, the transmission device 15 is housed in a transmission case 15a and includes a V-belt type continuously variable transmission 16 that continuously changes the speed of the rotational power transmitted from the crankshaft 12, and a reduction gear mechanism 17 that is housed in the rear part of the transmission case 15a and reduces the output of the V-belt type continuously variable transmission 16 before transmitting it to the axle 4a of the rear wheel 4. In the drawings, line C4 indicates the central axis of the rear axle 4a.

[0024] The transmission case 15a includes a case main body 42 that extends continuously from the left side of the crankcase 13 (left case half 13a) toward the rear of the vehicle, a case cover 43 that is fastened to the outer side of the case main body 42 in the vehicle width direction and defines a transmission chamber 43a between it and the case main body 42, and a gear cover (not shown) that is fastened to the inner side of the rear part of the case main body 42 in the vehicle width direction and defines a gear chamber that houses the reduction gear mechanism 17 between it and the case main body 42. The V-belt type continuously variable transmission 16 is housed in the transmission chamber 43a. The case main body 42 and the case cover 43 form an integrated transmission case 41 that defines the transmission chamber 43a.

[0025] The V-belt type continuously variable transmission 16 is disposed within the transmission chamber 43a and includes a drive pulley 46 coaxially attached to the left side (small diameter shaft portion 12b) of the crankshaft 12 serving as a drive shaft, and a driven pulley 48 disposed within the transmission chamber 43a and attached to a driven shaft 47 that protrudes from the transmission chamber 43a into the gear chamber. The axial directions of the crankshaft 12, drive pulley 46, and driven pulley 48 are parallel to the left-right direction of the vehicle (vehicle width direction). Lines C2 and C3 in the figure indicate the central axes of the drive pulley 46 and driven pulley 48, respectively. The drive pulley 46 is disposed coaxially with the crankshaft 12.

[0026] An endless V-belt (power transmission belt) 49 is wound around the drive pulley 46 and the driven pulley 48. The belt winding diameter of the drive pulley 46 changes due to the action of the centrifugal weight 66 and the drive of the actuator unit 50. The belt winding diameter of the driven pulley 48 changes in response to the change in the belt winding diameter of the drive pulley 46. The actuator unit 50 is equipped with an electric motor (hereinafter simply referred to as the motor) 56 as a drive source. The V-belt type continuously variable transmission 16 is combined with the actuator unit 50 and a control device (not shown) and the like to constitute an electric continuously variable transmission. The actuator unit 50 controls the operation of the drive pulley 46 as a controlled pulley.

[0027] The drive pulley 46 includes a fixed sheave 51 fixed to the crankshaft 12, and a movable sheave 52 disposed inside the fixed sheave 51 in the vehicle width direction with its umbrella-shaped face facing the fixed sheave 51 and supported by the crankshaft 12 so as to be movable in the axial direction. The movable sheave 52 is disposed between the left case half 13a of the crankcase 13 and the fixed sheave 51. A V-groove around which the V-belt 49 is wound is formed between the fixed sheave 51 and the movable sheave 52. The movable sheave 52 includes a movable sheave boss 52a through which the crankshaft 12 is inserted. The movable sheave boss 52a protrudes from an umbrella-shaped sheave body that forms the face toward the left case half 13a.

[0028] The V-belt continuously variable transmission 16 includes a first shift mechanism 53 operated by a centrifugal weight 66 and a second shift mechanism 54 operated by an actuator unit 50. In response to the operation of the first shift mechanism 53 and the second shift mechanism 54, the movable sheave 52 of the drive pulley 46 is moved in the axial direction, thereby changing the winding radius of the V-belt 49. The first shift mechanism 53 and the second shift mechanism 54 will be described in detail later.

[0029] The driven pulley 48 includes a fixed sheave 57 supported on the driven shaft 47 so as not to be movable in the axial direction, and a movable sheave 58 supported so as to be movable in the axial direction. A V-belt 49 is wound around a V-groove between the fixed sheave 57 and the movable sheave 58. The movable sheave 58 moves toward and away from the fixed sheave 57 in the axial direction. The movable sheave 58 is biased toward the fixed sheave 57 in the axial direction.

[0030] A centrifugal clutch 59 is coaxially supported on the outer side of the driven shaft 47 in the vehicle width direction. The centrifugal clutch 59 connects and disconnects the power transmission between the driven pulley 48 and the driven shaft 47. The centrifugal clutch 59 connects and disconnects the rotational power transmitted to the driven pulley 48. The rotation of the drive pulley 46 is transmitted to the driven pulley 48. When the drive pulley 46 increases the winding radius of the V-belt 49, the driven pulley 48 operates to move the movable sheave 58 away from the fixed sheave 57 against the biasing force, thereby reducing the winding radius of the V-belt 49. This allows speed changes to be performed between both pulleys 46, 48 of the V-belt type continuously variable transmission 16.

[0031] The centrifugal clutch 59 does not engage (does not transmit power) when the rotation speed of the driven pulley 48 is low, but when the driven pulley 48 rotates at a speed exceeding a specified rotation speed, the centrifugal clutch 59 engages to transmit the rotation of the driven pulley 48 to the driven shaft 47. When the rotation speed of the driven pulley 48, and therefore the engine 11, exceeds the specified rotation speed, the centrifugal clutch 59 establishes a power transmission state.

[0032] The reduction gear mechanism 17 includes a drive gear fixed to or formed on the driven shaft 47 within a gear chamber, a final gear fixed to the axle 4a of the rear wheel 4, and an intermediate gear shaft disposed between the drive gear and the final gear (none of which are shown). The rotation of the driven shaft 47 is reduced in multiple stages by the reduction gear mechanism 17 and then transmitted to the axle 4a of the rear wheel 4.

[0033] The first shift mechanism 53 includes a cam member 65 disposed between the fixed sheave 51 of the drive pulley 46 and the left case half 13a of the crankcase 13. The cam member 65 is disk-shaped and coaxial with the crankshaft 12. The cam member 65, a sleeve 67, and the fixed sheave 51 are mounted, in this order from the left case half 13a, on the small diameter shaft portion 12b, which is the left side of the crankshaft 12. A nut 68 is threadedly attached to the left end of the small diameter shaft portion 12b, and fastens the components mounted on the small diameter shaft portion 12b via a washer 68a. This secures the components to the crankshaft 12. The movable sheave 52 is supported on the outer periphery of the sleeve 67 so as to be axially movable.

[0034] A centrifugal weight 66 is sandwiched between a cam surface 65a of the cam member 65 and the back surface of the movable sheave 52. The cam surface 65a is inclined so as to approach the movable sheave 52 as it moves radially outward from the rotational axis C1 of the crankshaft 12. The back surface of the movable sheave 52 is inclined so as to approach the cam member 65 as it moves radially outward from the rotational axis C1 of the crankshaft 12.

[0035] When centrifugal force acts on the centrifugal weight 66 as the crankshaft 12 rotates, the centrifugal weight 66 tries to move radially outward. This causes the movable sheave 52 to move axially toward the fixed sheave 51, following the inclination of the cam surface 65a and the back surface. By driving the actuator unit 50 in response to this action, it is possible to achieve speed change control using the actuator unit 50 with little energy.

[0036] The second shift mechanism 54 includes the actuator unit 50 and a pulley drive arm 71 attached to the rear side (inner side in the vehicle width direction) of the movable sheave 52 of the drive pulley 46. A cylindrical intermediate wall portion 52b is formed on the rear side of the movable sheave boss 52a, standing axially from a radially intermediate portion of the rear side toward the left case half 13a (inner side in the vehicle width direction). A ball bearing 72 is attached to the intermediate wall portion 52b. The inner ring of the ball bearing 72 is fitted to the outer periphery of the intermediate wall portion 52b, and the inner periphery of the pulley drive arm 71 is fitted to the outer ring. The movable sheave 52 and the pulley drive arm 71 are connected to each other so as to be rotatable relative to each other but not movable relative to each other in the axial direction.

[0037] The actuator unit 50 includes a motor 56 having a drive shaft 56a whose axial direction is parallel to both pulleys 46, 48 and which generates rotational power, a feed screw mechanism 73 which converts the rotational power of the motor 56 into axial power of the controlled pulley, and a gear mechanism 91 as a transmission mechanism which is disposed between the motor 56 and the feed screw mechanism 73. In the drawing, line C5 indicates the central axis of the motor 56, and line C6 indicates the central axis of the feed screw mechanism 73.

[0038] The motor 56 of the actuator unit 50 is electrically driven and controlled by a control device (not shown). The actuator unit 50 sets the drive pulley 46 of the two pulleys 46, 48 as a controlled pulley, and applies an axial force to the movable sheave 52 of the drive pulley 46, thereby moving the movable sheave 52 in the axial direction in cooperation with the centrifugal weight 66. The axial movement of the movable sheave 52 changes the groove width of the drive pulley 46, which changes the winding radius of the V-belt 49, thereby changing the speed of the V-belt type continuously variable transmission 16.

[0039] The actuator unit 50 includes a unit casing 55 attached to the case cover 43 from the outside in the vehicle width direction. A gear mechanism 91 is housed in a mechanism chamber defined between the unit casing 55 and the case cover 43. The gear mechanism 91 includes a drive gear 56b fixed to or formed on a drive shaft 56a of the motor 56 inside the mechanism chamber, a final gear 74a fixed to a shaft 74 of the feed screw mechanism 73, and a pair of intermediate gear shafts 92, 93 disposed between the drive gear 56b and the final gear 74a. Of the pair of intermediate gear shafts 92, 93, the one on the motor 56 side will be referred to as a first intermediate gear shaft 92, and the one on the shaft 74 side will be referred to as a second intermediate gear shaft 93. A pair of intermediate gears 92a, 92b are fixed to or formed on the first intermediate gear shaft 92. A pair of intermediate gears 93a, 93b are fixed to or formed on the second intermediate gear shaft 93.

[0040] One intermediate gear 92a of the first intermediate gear shaft 92 has a larger diameter than the drive gear 56b, and when the drive gear 56b meshes with this intermediate gear 92a, the rotation of the drive gear 56b is reduced and transmitted to the first intermediate gear shaft 92. The other intermediate gear 92b has a smaller diameter than one intermediate gear 93a of the second intermediate gear shaft 93, and when the one intermediate gear 93a of the second intermediate gear shaft 93 meshes with this intermediate gear 92b, the rotation of the first intermediate gear shaft 92 is reduced and transmitted to the second intermediate gear shaft 93. The pair of intermediate gears 93a, 93b of the second intermediate gear shaft 93 have, for example, the same diameter. The other intermediate gear 93b of the second intermediate gear shaft 93 has a smaller diameter than the final gear 74a of the shaft 74, and when the final gear 74a meshes with this intermediate gear 93b, the rotation of the second intermediate gear shaft 93 is reduced and transmitted to the shaft 74. In this way, the rotation of the drive shaft 56 a of the motor 56 is decelerated in multiple stages and transmitted to the shaft 74 of the feed screw mechanism 73 .

[0041] The first intermediate gear shaft 92 has an end portion that protrudes inward in the vehicle width direction from the one intermediate gear 92a located on the inner side in the vehicle width direction, and this inner end portion in the vehicle width direction is supported via a bearing 92c on the outer wall portion 43b of the case cover 43. The first intermediate gear shaft 92 is provided with the other intermediate gear 92b on its outer end portion in the vehicle width direction. An intermediate portion of the first intermediate gear shaft 92 located between the pair of intermediate gears 92a, 92b in the vehicle width direction is supported by the casing main body 55a of the unit casing 55 via a bearing 92d.

[0042] The second intermediate gear shaft 93 has an end that protrudes inward in the vehicle width direction of one intermediate gear 93a that is located on the inner side in the vehicle width direction, and this inner end in the vehicle width direction is supported via a bearing 93c on the casing body 55a of the unit casing 55. The second intermediate gear shaft 93 has an end that protrudes outward in the vehicle width direction of the other intermediate gear 93b that is located on the outer side in the vehicle width direction, and this outer end in the vehicle width direction is supported by the casing cover 55b of the unit casing 55 via a bearing 93d. A recess 43e that opens outward in the vehicle width direction is formed around an opening 43d that supports the feed screw mechanism 73 in the outer wall portion 43b of the case cover 43. The open portion of the recess 43e is closed by the unit casing 55, thereby forming a mechanism chamber that houses the gear mechanism 91.

[0043] FIG. 5 is an enlarged cross-sectional view showing the feed screw mechanism 73 and its periphery in FIG. 4 and 5, a feed screw mechanism 73, which is an output mechanism of the actuator unit 50, is supported by the unit casing 55 and the case cover 43. The feed screw mechanism 73 is arranged with its axial direction parallel to both pulleys 46, 48, and includes a shaft 74 that rotates around its axis due to the output of the actuator unit 50, and a nut member (actuating member) 75 that is separate from the unit casing 55 and the case cover 43, is arranged coaxially with the shaft 74, passes through the shaft 74, and strokes in the axial direction due to the rotational movement of the shaft 74.

[0044] The shaft 74 extends about the central axis C6. An end 74b of the shaft 74 on the inner side in the vehicle width direction is rotatably supported by a bearing portion of the case main body 42 via a bearing 94 and a thrust bearing 95. An end 74c of the shaft 74 on the outer side in the vehicle width direction is rotatably supported by a bearing portion of the unit casing 55 via a bearing 96 and a thrust bearing 97. The unit casing 55 includes a casing cover 55b that is detachable from the casing main body 55a. The bearing portion of the unit casing 55 is provided in the casing cover 55b.

[0045] The outer ring of a bearing 94 is press-fitted into the bearing portion of the case body 42. The outer periphery of a cup-shaped thrust receiver 95 that opens outward in the vehicle width direction is press-fitted into the inner ring of the bearing 94. The end 74b of the shaft 74 on the inner side in the vehicle width direction is removably fitted into a bottomed recess 95a of the thrust receiver 95 until it bottoms out. A flange portion 95b that abuts against the inner ring of the bearing 94 from the outside in the axial direction is formed on the outer periphery of the thrust receiver 95.

[0046] The outer ring of a bearing 96 is press-fitted into the bearing portion of the unit casing 55. The outer periphery of a cup-shaped thrust receiver 97 that opens inward in the vehicle width direction is press-fitted into the inner ring of the bearing 96. An end 74c of the final gear 74a of the shaft 74 that protrudes outward in the vehicle width direction is removably fitted into a bottomed recess 97a of the thrust receiver 97 until it bottoms out. A flange portion 97b that abuts against the inner ring of the bearing 96 from the axially inner side is formed on the outer periphery of the thrust receiver 97.

[0047] The nut member 75 is cylindrical and inserts the shaft 74, and includes a nut body (member body) 81 having a female thread 81a formed on its inner circumference within a specified range from the outer end in the vehicle width direction, a ball screw nut 82 that holds a plurality of steel balls arranged in a spiral and is inserted into the nut body 81 from the outer end in the vehicle width direction of the nut body 81, and a fixing member 83 that is threaded onto the female thread 81a in the nut body 81 on the outer side of the ball screw nut 82 in the vehicle width direction and that tightens and fixes the ball screw nut 82 that bottoms out on a stepped portion 81b within the nut body 81. The nut member 75 is handled as a sub-assembly in which the nut body 81, ball screw nut 82, and fixing member 83 are assembled together.

[0048] The nut member 75 is separate from the unit casing 55, and the outer periphery of its vehicle width direction outer portion is supported axially slidably on the inner periphery of an opening 43d formed in the outer wall portion 43b of the case cover 43. An annular seal member 84 that contacts the outer periphery of the nut member 75 is held on the vehicle width direction outer side of the opening 43d in the outer wall portion 43b. The vehicle width direction outer portion of the nut member 75 forms an outer periphery surface that is parallel to the axial direction up to the vehicle width direction outer end, and is axially insertable and removable with respect to the opening 43d. The vehicle width direction inner portion of the nut member 75 is slidably supported on the outer periphery of the shaft 74 at the inner circumferential end of an inner flange 85 formed on the inner periphery. An annular seal member 86 that contacts the outer periphery of the shaft 74 is held on the vehicle width direction inner side of the inner flange 85.

[0049] <Ball Joint 76> 4 and 5, a nut member 75, which is an output member of the feed screw mechanism 73, is connected to the pulley drive arm 71 via a ball joint . Ball joint 76 includes a connecting pin 77 fixed to one of the pulley drive member and nut member 75, a ball housing 78 formed on the other of the pulley drive member and nut member 75, and a ball bearing (spherical body) 79 housed in ball housing 78 and supported by connecting pin 77. In the drawing, line C7 indicates the central axis of connecting pin 77, line C8 indicates the central axis of ball housing 78, and point CP indicates the center of ball bearing 79 (center of rotation of ball joint 76).

[0050] 4 and 5 show ball joint 76 in a state where connecting pin 77 and ball housing 78 are aligned with their axes C7 and C8 (a state where connecting pin 77 is not inclined relative to ball housing 78; hereinafter, this state will be referred to as the upright state of connecting pin 77). In this embodiment, connecting pin 77 is fixed to nut member 75, and ball housing 78 is provided on a pulley drive member.

[0051] The connecting pin 77 includes a support shaft portion 77a that fits into a connecting hole 79a of the ball bearing 79, and a flange portion 77b that is provided on the base end side of the support shaft portion 77a and has a diameter larger than that of the ball bearing 79 but smaller than that of the seat bore portion 78b. A clip 77e can be attached to a groove portion 77d that extends along the circumferential direction on the tip side of the support shaft portion 77a. The clip 77e prevents the ball bearing 79, which is supported by the support shaft portion 77a, from coming off.

[0052] The ball housing 78 is provided at the end of the pulley drive arm 71 opposite the movable sheave 52 in the radial direction of the movable sheave 52, and is cup-shaped and open to the radially outer side of the movable sheave 52 (toward the nut member 75). A recess that is recessed radially inward of the nut member 75 is formed on the outer periphery on the inner side in the vehicle width direction, and a fixed shaft portion 77c of the connecting pin 77 is press-fitted into this recess and fixed. A ball bearing 79 supported by the support shaft portion 77a of the connecting pin 77 is removably fitted and held in the ball housing 78 of the pulley drive arm 71 together with the support shaft portion 77a.

[0053] The ball housing 78 includes a cylindrical support wall portion 78a that circumscribes the ball bearing 79 directly or via an intermediate member, and a seat bore portion 78b that is formed closer to the opening 78d than the support wall portion 78a and has an inner diameter larger than the inner diameter of the support wall portion 78a and the outer diameter of the flange portion 77b.

[0054] A planar step portion 78c perpendicular to the axial direction of the ball housing 78 is formed between the inner circumferential surface of the support wall portion 78a and the inner circumferential surface of the seating portion 78b. The step portion 78c forms a step surface that faces the flange portion 77b of the connecting pin 77 in the axial direction. When the connecting pin 77 is in an upright state, the step surface and the end face of the flange portion 77b facing the step surface overlap each other when viewed in the axial direction and face each other with a gap in the axial direction. An opening 78d of the ball housing 78 faces a pin fixing portion of the nut member 75 that fixes the connecting pin 77 in place.

[0055] When the connecting pin 77 is in an upright position, a gap is formed between the outer periphery of the flange portion 77b and the inner periphery of the seating portion 78b. The connecting pin 77 can tilt a specified angle in either direction from the upright position relative to the ball housing 78. When the connecting pin 77 tilts from the upright position relative to the ball housing 78, the flange portion 77b and the step portion 78c approach each other on the side to which the connecting pin 77 is tilted, and the outer periphery of the flange portion 77b can abut against the step portion 78c. The abutment of the flange portion 77b and the step portion 78c limits the tilt of the connecting pin 77 to the specified angle.

[0056] During the period from when connecting pin 77 is in the upright position until its tilt is restricted by step portion 78c, at least a portion of flange portion 77b of connecting pin 77 enters seating portion 78b through opening 78d of ball housing 78. This results in a configuration in which flange portion 77b closes opening 78d of ball housing 78, preventing foreign matter from entering ball housing 78 and grease from leaking out of ball housing 78.

[0057] The connecting pin 77 is held in the ball housing 78, restricting the rotation of the nut member 75 about the axis C6. This restricts the nut member 75 from rotating together with the shaft 74, allowing the rotational power of the shaft 74 (and thus the rotational power of the motor 56) to be accurately converted into thrust for the nut member 75, thereby moving the movable sheave 52 in the axial direction. Because the connecting pin 77 can swing within a range where it does not abut against the stepped portion 78c of the ball housing 78, it is possible to accommodate component tolerances of the actuator unit 50. Furthermore, it is possible to absorb vibrations of the pulley drive member caused by pulley vibrations, preventing the generation of vibration noise and improving the durability of the actuator 50. Because the maximum swing angle of the connecting pin 77 is determined by its abutment against the stepped portion 78c, the axial driving force of the feed screw mechanism 73 can be transmitted from the connecting pin 77 to the ball housing 78 with minimal loss, while still allowing the connecting pin 77 to swing.

[0058] <Intake Duct 101> Fig. 7 is a left side view of the power unit 10 alone. Fig. 8 is a left side view corresponding to Fig. 2, showing the arrangement of parts of the actuator unit 50 in the power unit 10. Fig. 9 is a rear view of the power unit 10. 7, an intake duct 101 for introducing outside air (cooling air) into the transmission case 41 is formed in the front part of the case cover 43 of the transmission case 15a. The intake duct 101 is provided on the vehicle front side of the actuator unit 50, outside the drive pulley 46 in the vehicle width direction.

[0059] A plurality of fins 102a are arranged in the circumferential direction of the drive pulley 46 and are provided upright on the back surface (the outer surface in the vehicle width direction) of the fixed sheave 51, which is located on the outer side of the drive pulley 46 in the vehicle width direction. The fixed sheave 51 of the drive pulley 46 constitutes a cooling fan 102. The cooling fan 102 rotates together with the drive pulley 46, and introduces outside air into the transmission case 41 from an air intake port 107 formed in the upper front part of the air intake duct 101, thereby enabling the V-belt type continuously variable transmission 16 inside the transmission case 41 to be cooled.

[0060] A duct cover 106, which is separate from the cover body, is attached to the front of the case cover 43. A recess 103 that is recessed inward in the vehicle width direction is formed in the front of the cover body. The duct cover 106 is provided so as to cover the recess 103 of the cover body from the outside in the vehicle width direction. The duct cover 106 and the recess 103 of the cover body form an intake duct 101 that can introduce outside air for cooling into the transmission case 41.

[0061] The recess 103 of the cover body is formed in an area that overlaps with the drive pulley 46 in a side view. The recess 103 includes a flat displacement wall 104 that is displaced inward in the vehicle width direction from the outer surface at the rear of the recess 103, and an upright wall 105 that rises outward in the vehicle width direction from the outer surface of the displacement wall 104 in the vehicle width direction and defines the flow path of the cooling duct. A cover opening 104a that exposes the center of the cooling fan 102 to the outside of the cover is formed in the center of the displacement wall 104. The cover opening 104a is formed, for example, in a half-moon shape with the rear portion of a circle coaxial with the drive pulley 46 cut out.

[0062] The cooling fan 102 is a centrifugal fan that rotates together with the drive pulley 46 when the engine 11 is running, drawing outside air into the transmission case 41 through the cover opening 104a. The outside air drawn in through the cover opening 104a follows the shape of the front of the transmission case 41 and is guided toward the rear of the case. After flowing to the rear of the case, the outside air cools the V-belt type continuously variable transmission 16, and is then exhausted, for example, from an exhaust port (not shown) at the lower rear end of the transmission case 41.

[0063] Air intake port 107 is located forward of actuator unit 50 and disposed above and in front of cover opening 104a. Upright wall 105 includes a front wall 105a that extends vertically along the front edge of air intake port 107 and reaches below air intake port 107, an upper wall 105b that extends longitudinally along the upper edge of air intake port 107 and reaches behind air intake port 107, a rear wall 105c that extends downward from the rear end of upper wall 105b and reaches the height of the lower edge of cover opening 104a, and a curved wall 105d that extends from the lower end of rear wall 105c in a curved manner along the lower and front edges of cover opening 104a and extends above the front edge of cover opening 104a.

[0064] The rear wall 105c of the upright wall 105 has its upper portion curved forward to avoid the front end of the actuator unit 50, and then extends downward along the rear edge of the cover opening 104a. An upper portion of curved wall 105d overlaps in vertical height with a lower portion of front wall 105a. The upper portion of curved wall 105d serves as a partition wall that separates foreign matter discharge passage (dust passage) 108 extending below intake port 107 from duct passage (clean passage) 109 extending downward behind intake port 107 and leading to cover opening 104a.

[0065] Foreign matter such as dust and rainwater that has entered the duct from intake port 107 falls by its own weight into foreign matter discharge passage 108 and is discharged outside the duct, and the outside air from which the foreign matter has been removed flows through duct passage 109 to intake port 107. In the cooling duct, foreign matter is removed, including through gas-liquid separation, and the intrusion of foreign matter into transmission case 41 is suppressed.

[0066] The lower part of the rear body cover 34 is disposed on the outer side of the intake port 107 in the vehicle width direction so as to overlap from the outer side in the vehicle width direction. The rear body cover 34 is spaced outward from the intake port 107 in the vehicle width direction to reduce the effect on the intake air and to prevent foreign matter from entering the intake port 107 from the outside in the vehicle width direction. The lower part of the rear body cover 34 forms a rear end edge 34a that is inclined upward and rearward in a portion that overlaps with the front part of the case cover 43 in a side view. This rear end edge 34a is spaced forward of the actuator unit 50 in a side view, making it easier to avoid interference between the actuator unit 50 and exterior parts such as the rear body cover 34 even when the power unit 10 swings up and down.

[0067] The duct cover 106 includes an outer wall 106a that covers the outer side of the recess 103 in the vehicle width direction, and an outer peripheral wall 106b that stands inward in the vehicle width direction from an arc-shaped peripheral edge of the outer wall 106a that protrudes forward in a side view. The outer wall 106a connects the outer tip of the standing wall 105 in the vehicle width direction to its inner side surface on the inner side in the vehicle width direction, thereby defining the flow path of the intake duct 101. A notch 106c is formed in the upper rear portion of the outer wall 106a so as to avoid the front portion of the actuator unit 50.

[0068] <Component arrangement of the actuator unit 50> 4 and 9, the motor 56 has a cylindrical coil portion 56c that protrudes outward in the vehicle width direction, and its outer end 56c1 in the vehicle width direction is the outermost end on the outer side of the actuator unit 50. The drive shaft 56a and drive gear 56b of the motor 56, together with the intermediate gear 92a of the first intermediate gear shaft 92 that is located innermost in the vehicle width direction within the unit casing 55, form a gear train that is located innermost in the vehicle width direction within the unit casing 55.

[0069] The intermediate gear 92b of the first intermediate gear shaft 92 and the intermediate gear 93a of the second intermediate gear shaft 93 form a gear train located in the middle of the vehicle width direction within the unit casing 55. The intermediate gear 92b of the first intermediate gear shaft 92 has a small diameter and can pass through the inner diameter of the bearing 92d that supports the middle portion of the first intermediate gear shaft 92. The intermediate gear 93b of the second intermediate gear shaft 93 and the final gear 74a of the shaft 74 form a gear train located at the outermost position in the vehicle width direction within the unit casing 55. With this gear train arrangement, the motor 56 is located as inward as possible in the vehicle width direction within the actuator unit 50, thereby minimizing localized protrusion of the motor 56.

[0070] Referring to FIG. 9, the outermost end 56c1 of the motor 56 in the vehicle width direction is located more inward in the vehicle width direction than the outermost end 36b1 of the main stand 36 in the vehicle width direction (for example, the outermost end 36b1 of the footing 36b at the tip of the operating arm 36a). This makes it less likely that disturbances from the outside in the vehicle width direction will reach the motor 56 (making it easier to protect the motor 56). The footing 36b of the main stand 36 in the retracted position is spaced behind the motor 56, so that the motor 56, which protrudes outward in the vehicle width direction, does not interfere with the operation of the main stand 36. An exhaust device 19A, such as a muffler 19, is located on the right side of the rear wheel 4. In the figure, reference symbol 19b denotes a radiator located on the right side of the crankcase 13.

[0071] 8, the motor 56 is disposed so that the central axis C5 of the drive shaft 56a thereof is located above a straight line T1 that connects the central axis C2 of the drive pulley 46 and the central axis C3 of the driven pulley 48. This reduces the influence of the motor 56 on the bank angle when cornering the motorcycle 1, even though the motor 56 is configured to protrude outward in the vehicle width direction (making it easier to ensure the bank angle). In the embodiment, the entire drive shaft 56a of the motor 56 is disposed above the straight line T1, but at least a portion of the drive shaft 56a may be disposed above the straight line T1.

[0072] 7, the first intermediate gear shaft 92 is located above and rearward of the motor 56. The second intermediate gear shaft 93 is located below and rearward of the first intermediate gear shaft 92. The feed screw mechanism 73 is located below the second intermediate gear shaft 93.

[0073] 8, the central axis C6 of the feed screw mechanism 73 is disposed on a straight line T1 that connects the central axis C2 of the drive pulley 46 and the central axis C3 of the driven pulley 48. As a result, the feed screw mechanism 73 is disposed so as to avoid a variable region of the transmission belt 49 that changes the winding diameter around both pulleys 46, 48. For example, the feed screw mechanism 73 may be shifted up or down within a range that overlaps with the straight line T1 in a side view, as long as it can avoid the variable region of the transmission belt 49.

[0074] 8, the feed screw mechanism 73 is disposed outside the outer diameter 46a of the drive pulley 46. This makes it easier to overlap the feed screw mechanism 73 and the drive pulley 46 in the vehicle width direction, and makes it easier to connect the feed screw mechanism 73 and the drive pulley 46.

[0075] The motor 56 is disposed on the outer side of the case cover 43 in the vehicle width direction and is exposed to the outside of the transmission case 41, and at least a portion of the motor 56 is disposed inside the outer diameter 46a of the drive pulley 46 in side view in Figure 8. This improves the cooling performance of the motor 56 compared to the conventional configuration in which the motor 56 is disposed between both pulleys 46, 48, and allows the motor 56 of the actuator 50 to be disposed regardless of the outer diameters of the pulleys 46, 48 or the distance between the pulleys.

[0076] As explained above, the electric continuously variable transmission in the above embodiment includes a drive pulley 46 supported on the input shaft (crankshaft 12), a driven pulley 48 supported on the output shaft (driven shaft 47), a transmission belt 49 wound around the drive pulley 46 and the driven pulley 48, a transmission case 15a accommodating the drive pulley 46, the driven pulley 48, and the transmission belt 49, and a control unit attached to the transmission case 15a and driven by a control device, one of the drive pulley 46 and the driven pulley 48 (drive pulley 46) being a controlled pulley, and a groove width is changed by applying an axial force to the movable sheave 52 of the drive pulley 46. In the electric continuously variable transmission device including an actuator 50 that changes the rotational power of the drive pulley 46, the actuator 50 includes a motor 56 that generates rotational power, and a feed screw mechanism 73 that converts the rotational power of the motor 56 into axial power of the drive pulley 46, and the feed screw mechanism 73 is arranged with the axial direction parallel to both pulleys 46, 48, and is arranged outside the outer diameter 46a of the drive pulley 46 in a side view seen from the axial direction of both pulleys 46, 48, and the motor 56 of the actuator 50 is arranged outside the transmission case 15a in the axial direction (vehicle width direction), and is arranged inside the outer diameter 46a of the drive pulley 46 in the side view.

[0077] According to this configuration, by disposing the feed screw mechanism 73 radially outward of the controlled pulley (drive pulley 46), the feed screw mechanism 73 and the drive pulley 46 overlap in the axial direction, making it possible to easily connect the feed screw mechanism 73 and the movable sheave 52 of the drive pulley 46. By disposing the motor 56 of the actuator 50 outside the transmission case 15a and overlapping the drive pulley 46 when viewed in the axial direction, it is possible to improve the cooling performance of the motor 56 compared to a configuration in which the motor 56 is disposed between both pulleys 46, 48, and to make it easier to dispose the motor 56 regardless of the outer diameters of the pulleys 46, 48.

[0078] The electric continuously variable transmission is applied to a motorcycle 1 equipped with a main stand 36 that supports the vehicle body in an upright position, and the axial directions of both pulleys 46, 48 are arranged along the vehicle width direction, and in the vehicle width direction, the outermost end 56c1 of the motor 56 is located more inward in the vehicle width direction than the outermost end 36b1 of the main stand 36. According to this configuration, by positioning the outer end 56c1 of the motor 56, which is located on the outer side of the transmission case 15a in the vehicle width direction, more inward in the vehicle width direction than the outer end 36b1 of the main stand 36, it is possible to prevent external disturbances from reaching the motor 56 from the outside in the vehicle width direction and to prevent the motor 56 from interfering with stand operation.

[0079] The electric continuously variable transmission is applied to a motorcycle 1 that corners by banking the body left and right, and the axial directions of both pulleys 46, 48 are arranged along the vehicle width direction. When viewed from the vehicle width direction, the drive shaft 56a of the motor 56 is arranged above a straight line T1 that connects the central axis C2 of the drive pulley 46 and the central axis C3 of the driven pulley 48. According to this configuration, by positioning the drive shaft 56a of the motor 56 above the straight line T1 connecting the axes C2, C3 of the drive pulley 46 and the driven pulley 48 in a side view from the vehicle width direction, it is possible to increase the ground clearance of the motor 56 as much as possible and ensure the bank angle of the vehicle body.

[0080] In the electric continuously variable transmission, the feed screw mechanism 73 is disposed on a straight line T1 connecting the central axis C2 of the drive pulley 46 and the central axis C3 of the driven pulley 48 when viewed in the axial direction. According to this configuration, when viewed from the side in the vehicle width direction, the feed screw mechanism 73 extending in the axial direction is positioned on the straight line T1 connecting the axes C2, C3 of the drive pulley 46 and the driven pulley 48, so that the feed screw mechanism 73 having an axial length can be positioned while avoiding the variable region of the transmission belt 49 that changes the winding diameter around both pulleys 46, 48.

[0081] The electric continuously variable transmission is applied to a motorcycle 1, and the transmission case 15a has an air intake 107 for taking in outside air into the case, and the motor 56 is disposed rearward of the air intake 107 on the vehicle. According to this configuration, by arranging the motor 56 on the vehicle rear side of the intake port 107 of the transmission case 15a, the intake air to the intake port 107 can be made less susceptible to the influence of the wind flowing around the motor 56 while the vehicle is running.

[0082] The present invention is not limited to the above-described embodiment, and the electric continuously variable transmission of the present embodiment may be applied to saddle-ride type vehicles other than motorcycles, for example. The saddle-ride type vehicle includes all vehicles on which a driver straddles the body, and includes not only motorcycles (including motorized bicycles and scooter-type vehicles), but also three-wheeled vehicles (including vehicles with one front wheel and two rear wheels, as well as vehicles with two front wheels and one rear wheel) or four-wheeled vehicles (such as four-wheeled buggies). It also includes not only scooter-type vehicles with a straddle space, but also vehicles with a straddle section. It may also be applied to vehicles that include an electric motor as a prime mover.

[0083] In the electric continuously variable transmission, the operation of the driven pulley may be controlled by an actuator. Alternatively, the controlled pulley may be operated only by an actuator without using a centrifugal weight. The actuator may have a motor whose axial direction is perpendicular to the vehicle width direction. A connecting pin may be fixed to a pulley drive member, and a ball housing may be provided on a nut member. The shaft of a feed screw mechanism may be the operating member. The configurations in the above-described embodiments are merely examples of the present invention, and various modifications are possible without departing from the spirit of the present invention, such as replacing the components of the embodiments with well-known components. [Explanation of symbols]

[0084] 1. Motorcycles (saddle-type vehicles) 10 Power Unit 11 Engine 12 Crankshaft (input shaft) 15a Transmission case 16 V-belt continuously variable transmission 36 Main Stand 36b1 Outermost edge 41 Transmission case 46 Drive pulley (controlled pulley) C2 center axis 46a outer diameter 47 Driven shaft (output shaft) 48 Driven pulley C3 center axis 49 V-belt (power transmission belt) 50 Actuator unit (actuator) 52 Movable sheave 56 Motor 56a Drive shaft 56c1 Outermost edge 73 Lead screw mechanism 107 Air intake T1 Straight Line

Claims

1. an electric continuously variable transmission comprising: a drive pulley (46) supported on an input shaft (12); a driven pulley (48) supported on an output shaft (47); a transmission belt (49) wound around the drive pulley (46) and the driven pulley (48); a transmission case (15a) accommodating the drive pulley (46), the driven pulley (48), and the transmission belt (49); and an actuator (50) attached to the transmission case (15a) and driven by a control device, the actuator (50) defining one of the drive pulley (46) and the driven pulley (48) as a controlled pulley (46), and applying an axial force to a movable sheave (52) of the controlled pulley (46) to change a groove width, The actuator (50) a motor (56) for generating rotational power; a feed screw mechanism (73) that converts the rotational power of the motor (56) into axial power of the controlled pulley (46); the feed screw mechanism (73) is arranged so that its axial direction is parallel to both pulleys (46, 48), and is arranged outside the outer diameter (46 a) of the controlled pulley (46) in a side view seen from the axial direction of both pulleys (46, 48); The motor (56) of the actuator (50) is arranged outside the transmission case (15a) in the axial direction and inside the outer diameter (46a) of the controlled pulley (46) in the side view.

2. The electric continuously variable transmission is applied to a saddle-ride type vehicle (1) equipped with a main stand (36) that supports the vehicle body in an upright position, and the axial direction of both pulleys (46, 48) is arranged along the vehicle width direction, 2. The electric continuously variable transmission according to claim 1, wherein an outermost end (56c1) of the motor (56) is located more inward in the vehicle width direction than an outermost end (36b1) of the main stand (36).

3. The electric continuously variable transmission is applied to a saddle-ride type vehicle (1) that corners by banking the vehicle body to the left and right, and the axial direction of both pulleys (46, 48) is arranged along the vehicle width direction, 2. The electric continuously variable transmission according to claim 1, wherein, when viewed from the vehicle width direction, the drive shaft (56a) of the motor (56) is disposed above a straight line (T1) connecting a central axis (C2) of the drive pulley (46) and a central axis (C3) of the driven pulley (48).

4. 4. The electric continuously variable transmission device according to claim 1, wherein the feed screw mechanism is disposed on a straight line connecting a central axis of the drive pulley and a central axis of the driven pulley when viewed in the axial direction.

5. The electric continuously variable transmission is applied to a saddle-ride type vehicle (1), The transmission case (15a) has an air intake (107) for taking in outside air into the case, The electric continuously variable transmission according to any one of claims 1 to 3, wherein the motor (56) is disposed rearward of the air intake (107) on the vehicle.

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