Honda Giken Kogyo Kabushiki Kaisha

Eiji Ohyama

Yoshimichi Tsubata

Eiji Suzuki

Tomoaki Ishikawa

Masaaki Yamaguchi

Tomoyuki Kanda

Atsushi Fujikawa

Naoki Uchiyama

Daihei Teshima

Keiichi Hanyu

Katsuyuki Narai

Masahiro Kanda

Tamotsu Kotegawa

Akinori Tanno

Shuji Kuroda

Hiroyuki Kita

Naoki Uchimaya

Mikio Shouji

In a belt type continuously variable transmission, the apertures of the drain ports of an oil pressure control valve employed for control of hydraulic devices are arranged outside of the circumferential region W of the range of movement in which the belt can be moved in the pulley axis direction when the pulley groove width is changed during gear change operation, or outside of the circumferential region W of the region in which the V groove face of the pulley can be arranged when the pulley groove width is changed during gear change operation.

Continuously variable transmission oil pressure control device

Leak oil from a regulator for regulating the pressure of oil supplied to a lubricating system (the lubricating pressure) is supplied to an oil cooler An electromagnetic valve is connected to a pressure controlling and regulating oil chamber of the regulator so that the lubricating pressure can be controlled to be increased or decreased. The lubricating pressure is decreased while an engine is running in a low load state during a high-speed running to thereby increase the volume of oil to be supplied to the oil cooler

Hydraulic control apparatus for a vehicular automatic transmission

A lubrication pressure controller comprises a lubrication pressure regulating valve,, which is provided in a lubrication oil passage,directing hydraulic oil to lubricated parts, and a cooler pressure regulating valve,, which is provided in a discharge oil passage,of the lubrication pressure regulating valve,. The lubrication pressure regulating valve,adjusts the pressure in the lubrication oil passage,, and the cooler pressure regulating valve,adjusts the pressure supplied to an oil cooler,. The hydraulic oil discharged from the cooler pressure regulating valve,is returned through a recirculation line,to a suction oil passage,of a pump. In this construction, an adequate supply of lubrication oil is maintained even if one of the valves experiences locking of a valve spool on an open side. Moreover, by providing signal pressure generating means,, which applies a signal pressure to these two valves in correspondence with a driving condition, the lubrication pressure controller can be set to acquire a desired balance in the lubrication, cooling and recirculation for the hydraulic oil in response to a driving condition.

Lubrication pressure controller

In a chamber R,which accommodates a transmission device comprising a drive pulley,, a driven pulley,and a belt,, a cover,is provided to cover the lower peripheral portion of the drive pulley,along the periphery. The drive pulley is positioned below the driven pulley, and raised portions,which are used for the detection of the rotational speed of the drive pulley are provided on the periphery of the drive pulley. The end surface,of the cover facing the inner wall,of the pulley chamber is positioned away from the inner wall with a clearance V therebetween. In a vehicular transmission which is constructed in this arrangement, the amount of lubrication oil that flows near to the periphery of the pulley which is positioned lower is comparatively small. Thus, this arrangement restricts agitation of the lubrication oil, which may be caused by the raised portions of the rotating pulley. Therefore, loss in the rotation of the pulley and oxidation and degradation of the lubrication oil are effectively prevented.

Vehicular transmission

A housing,for a vehicular transmission comprises a first room R,which accommodates a continuous speed change mechanism and a second room R,which accommodates a driving force transmission mechanism including a starting mechanism, a reduction train, a differential mechanism, a power supply mechanism for an oil pump, etc. In each room, inlet openings,through,for oil discharge passages are provided near and above both the sides of an oil pan,in the horizontal direction perpendicular to the input and output shafts of the continuous speed change mechanism, to return lubrication oil to the oil pan,Also, walls,through,are provided in the rooms to lead the lubrication oil into the respective inlet openings. In this construction, the lubrication oil returning from each room to the oil pan,is stabilized at each room and discharged to the oil pan,and thereby the lubrication oil achieves homogeneity in the oil pan

An inlet opening 41 for a discharge oil passage 76 is provided in a chamber R1 which accommodates a transmission device comprising a drive pulley 8, a driven pulley 9 and a belt 10. This inlet opening is positioned at a location where the inner wall of the chamber is met by a line drawn tangentially to the pitch circle of the drive pulley whose pitch radius is at a maximum and to that of the driven pulley whose pitch radius is at a minimum . This inlet opening 41 for the discharge oil passage 76 is positioned also at a location where the inner wall is met by a line drawn on the upper side of the pulleys tangent to the peripheries of the drive and driven pulleys 8 and 9. By providing an inlet opening for the discharge oil passage in this arrangement, the lubrication oil which is being thrown from the belt 10 is efficiently discharged through the inlet opening 41 directly to the outside of the chamber. This lubrication oil is then led through the discharge oil passage 76 to the oil pan 26. As a result, while the amount of the oil in the oil pan located below the chamber is maintained at a certain amount, the amount of the lubrication oil which flows down along the inner walls of the chamber is kept to a substantially small amount. In this way, the rotational loss which may be caused from agitation of the oil by the drive pulley is substantially reduced.

Line pressure is adjusted by one valve for supplying the pressure to control the engagement of a clutch in normal and abnormal operating conditions. In the normal operating condition, the valve control pressure which is controlled by a starting clutch control valve 41 is used for the control of a clutch pressure control valve 42, so the line pressure from a line 61b is adjusted to control the engagement of the starting clutch 5. If there is a breakdown, two electrically controlled valves 41 and 45 are turned off, and the line pressure is applied through another line 64. As a result, the spool of a shift restriction valve 43 is shifted to the left, so the hydraulic oil is supplied to a pitot flange 51. In this condition, the pressure (correspondent pressure) which corresponds to the rotational speed of the engine is supplied as a signal pressure from a pitot pipe 53 through lines 66 and 67 to the shift restriction valve 43. This hydraulic controller adjusts the line pressure in the line 61b by using this correspondent pressure for controlling the engagement of the starting clutch 5.

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Wako, Japan

Eiji Ohyama