Honda Giken Kogyo Kabushiki Kaisha

Akihito Ohhashi

Noboru Ashikawa

Masami Takano

Toyoshi Yasuda

Takamichi Shimada

Toru Yagasaki

Shigeru Kanehara

Kouji Yamaguchi

Kouhei Ohsono

Takafumi Tsurumi

Hiroyuki Shimada

Hirofumi Akagi

Hisashi Kunii

Naohisa Shibata

Ken Mizokawa

Kiyoshi Oikawa

Bunsho Yaguchi

Masahiro Akioka

Tetuya Komori

A metal V-belt type continuously variable transmission in which the length of a side of an element contacting with a V-face of a pulley is shortened to increase a ratio range. If the element side length of a metal element is represented by L, the angle of the V-face of the pulley is represented by .alpha., and the hertz surface pressure between the pulley and the metal element is represented by .sigma..sub.H, the following relation is established: L .varies. sin .alpha./.sigma..sub.H.sup.2. When the hertz surface pressure .sigma..sub.H is determined to be between an upper limit value defined by the wear durability of the metal element and a lower limit value defined by the limit tensile force of an endless belt, the element side length L can be decreased by decreasing the angle of the V-face of the pulley. Thus, the distance through which the metal element can be moved radially of the pulley is increased to increase the ratio range.

Metal V-belt type continuously variable transmission

A shift control system for a vehicle transmission with multiple gear trains and a main shaft connected to an engine crankshaft through a clutch. The shift control system allowing shifting without disengaging the clutch. In conducting a shifting operation through a roller synchro mechanism associated with a gear train, the number of revolutions per minute of the engine crankshaft is promptly decreased through at least one of an ignition control device and a fuel supply control means to synchronize the number of revolutions per minute of a main shaft and a counter shaft of the transmission when the number of revolutions per minute of the main shaft is larger than the number of revolutions per minute for synchronizing with the counter shaft and the number of revolutions per minute of the engine crankshaft is increased to synchronize the number of revolutions per minute of the main shaft and the counter shaft when the number of revolutions per minute of the main shaft is less than the number of revolutions per minute for synchronizing with the counter shaft. This enables a prompt shifting.

Shift control system

An electronically controlled transmission in which a shift actuator for driving a sleeve of a roller synchro mechanism and a throttle actuator for an engine are electronically controlled. The shift actuator is comprised of a drum type actuator of a simple structure comprising a shift drum and a shift fork. The use of the roller synchro mechanism ensures that only a small driving force for the shift drum is required, which makes it possible to provide a reduction in size of the shift actuator. In addition, a shift lever for operating a shift switch for producing the shifting instruction signal is mounted on either left or right side of the steering wheel. This ensures that the shifting-up and shifting-down signals can be produced by one of the driver's hands, leading to an improvement in operability of the shift lever.

Electronically controlled transmission and steering wheel located shift

A vehicle transmission of the type having a main shaft and a parallel counter shaft with a plurality of selectable gear trains therebetween. The axis of the engine crankshaft is disposed perpendicular to intermediate portions of the main shaft and the counter shaft, with the low speed gear trains and high speed gear trains positioned on opposite lateral sides of the crankshaft. This results not only in a reduced size of the transmission in the axial direction of the crankshaft but also in a reduced lateral size of the transmission, as compared with a transmission in which the crankshaft is connected in series to the transmission main shaft. A synchro mechanism is mounted on the counter shaft and a shift drum for operating the synchro mechanism is positioned parallel to the counter shaft. This insures a space for disposition of the synchro mechanism between gears of the relatively large diameter gears on the counter shaft and ensures a smooth shifting operation, without an increase in the lateral size of the transmission due to the shift drum.

Transmission for vehicle

A retainer retaining a plurality of rollers therein so as to permit their slight movement in a radial direction is disposed between cam grooves provided on the outer periphery of an inner cam secured to a rotary shaft and a roller abutment surface formed on the inner periphery of a gear relatively rotatably carried on the rotary shaft, and a dowel-admission groove is defined in a side of the retainer. A dowel provided in a sleeve can enter the dowel-admission groove. The groove is defined between the adjacent rollers retained in the retainer, or at least part of the inner cam, the rollers and the retainer are disposed in a recess made in the gear, thereby achieving a reduction in axial dimension of a roller synchro mechanism. In addition, the retainer is comprised of two components: a body portion and a cover plate, thereby facilitating their machining, and a slide contact portion is formed on the outer periphery of the body portion and is tightly fitted to the roller abutment surface of the gear, so that the retainer may be dragged by the gear, thereby providing a prompt engagement of the rotary shaft with the gear.

Roller synchro mechanism

Growing community of inventors

Saitama, Japan

Akihito Ohhashi