CONTINUOUSLY VARIABLE TRANSMISSION

Abstract: A chamber (32) having therein a V-belt type continuously variable transmission (13) is separated from another chamber (34) havig therein a differential mechanism (20). These chambers (32, 34), however, are in fluid communication with an oil pan via generally vertical holes.

Description: The present invention relates to a continuously variable transmission, and more particularly to a continuously variable transmission using a V-belt as a power transmission belt. A so-called V-belt type continuously variable transmission is known and one example is disclosed in JP 58-174754. This known transmission comprises an electromagnetic clutch, a V-belt power transmission mechanism, a forward/reverse selector mechanism, and a differential mechanism. Torque from an engine is transmitted to the forward/reverse selector mechanism, V-belt power transmission mechanism, and differential mechanism in this order. The component parts other than the electromagnetic clutch are arranged within a single chamber defined by a casing. The V-belt type continuously variable transmission uses a V-belt. The V-belt is composed of a number of blocks, each having a frictional surface, assembled on the endless belt. From FR-A 2 584 159 continuously variable transmission (CVT) is known as defined in the preamble of the sole claim, said CVT comprising a casing having a first chamber, a second chamber and a partition wall arranged to separate said second chamber from said first chamber, a V-belt drivingly interconnecting driver and follower pulleys, said V-belt power transmission mechanism being arranged within said first chamber, and a differential mechanism arranged within said second chamber. However, the blocks of the V-belt type continuously variable transmission mentioned in JP-A 58-174 754, which are separated from the V-belt might come into engagement with the differential mechanism should the V-belt be broken. If the differential mechanism locks owing to the blocks, the road wheels drivingly connected thereto will lock. The V-belt may be broken owing to inconvenience caused during its production or an excessively large stress which it is subject to although it is designed to posses a sufficiently long endurability. When the endless band of the V-belt is broken, the blocks are thrown away from the band. If the blocks separated from the band come into engagement with the differential mechanism, the differential mechanism locks. This causes the wheels to lock, causing the vehicle to spin. Therefore, if the V-belt is broken, not only the vehicle cannot continue running, but also that the vehicle becomes out of control. It is, therefore, an object of the present invention to provide a continuously variable transmission using a V-belt as a power transmission belt, in which a wheel lock is safely provided upon breaking of a belt. According to the present invention, the continuously variable transmission comprises an oil pan containing a quantity of oil and secured to said casing, said casing having a first hole means for providing fluid communication between said first chamber and said oil pan, and a second hole means for providing fluid communication between said second chamber and said oil pan, said hole means are generally vertically arranged, said V-belt power transmission and mechanism said differential mechanism, both using said oil contained in said oil pan, and a control of assembly secured to said casing is disposed between said first and second hole means. The continuously variable transmission of the present invention will be described in further detail with reference to the drawings. Fig. 1 is a sectional view of a V-belt type continuously variable transmission taken along lines to show the inside of a casing with component parts in operatively associated manner; Fig. 2 is an axial end view of a main body as viewing a casing from a cover side with the cover removed; Fig. 3 is a fragmentary section taken along the line III-III of Fig. 2; Fig. 4 is a fragementary bottom view as viewed along an arrow IV in Fig. 5; and Fig. 5 is an axial end view of the main body as viewing the casing from a housing side. Referring to Fig. 1, a continuously variable transmission comprises a fluid coupling 10 to which a torque from an engine is fed, a forward/reverse selector mechanism 12 including clutch and brake and a planetary gear set, a V-belt power transmission mechanism 13, and a differential mechanism 20. The V-belt power transmission mechanism 13 includes a driver pulley 14, a follower pulley 16 and a V-belt 18 drivingly interconnecting these pulleys. Torque from the engine is delivered to the fluid coupling 10, forward/reverse selector mechanism 12, driver pulley 14, V-belt 18, follower pulley 16, and differential mechanism 20 in this order. The driver pulley 14 includes an axially fixed conical part 14a and an axially movable conical part 14b such that the spacing of a V-shaped groove defined between these conical parts is variable by axially moving the axially movable conical part 14b. Likewise, the follower pulley 16 includes a axially fixed conical part 16a and an axially movable conical part 16b such that the spacing of a V-shaped groove defined between these conical parts is variable by axially moving the axially movable conical part 16b. The V-belt 18 is an assembly of a number of blocks assembled along the entire length of an endless band as shown in JP-U 58-69141. Integral with the axially fixed conical part 16b is a follower shaft 22. The follower shaft 22 is drivingly connected via gears 24, 26 and 28 with a final gear 29 of the differential mechanism 20. The forward/reverse selector mechanism 12, V-belt type continuously variable transmission mechanism 13, differential mechanism 20 are contained by a casing 30. The casing 30 is an assembly of a main body 30a, a housing 30b, and a cover 30c which are secured one after another by bolts. The main body 30a has a partition wall 36 which separates a chamber 32 where the V-belt type continuously variable transmission 13 is arranged from another chamber 34 where the differential mechanism 20, gears 24, 26, 28 and 29 are arranged. However, these chambers 32 and 34 are not completely separated from each other, but they are communicating with the inside of a common oil pan 42. That is, as shown in Fig. 2, there are shown generally vertical holes or passages 40 communicating with the chamber 32. As shown in Figs. 3 and 4, the holes 40 communicate also with the inside of the oil pan 42. Arranged within the oil pan 42 is a control valve assembly 44. As shown in Fig. 5, there are shown generally vertical holes or passages 46 communicating with the chamber 34. These holes 46 communicate also with the inside of the oil pan 42. In Fig. 5, the reference numerals 50 and 52 designate the center of the driver and follower pulleys 14 and 16, respectively, the reference numeral 54 designates the center of the differential mechanism 20, and the reference numeral 56 designates the center of the gear 26. As mentioned before, the torque from the engine is delivered to the fluid coupling 10, forward/reverse selector mechanism 12, V-belt power transmission mechanism 13, and differential mechanism 20, in this order. During this power transmission, if the V-belt 18 should be broken, the blocks separated spreads in different directions. However, these blocks will never enter the chamber 34. That is, the chambers 32 and 34 are separated from each other by the partition wall 36 and there are no holes formed through this wall 36 which allow the passage of each of these blocks. Among all, some blocks may fall into the oil pan 42 having past through the holes 40, but the blocks which have fallen into the oil pan 42 will not move upward through the hols 46 into the chamber 34. Therefore, even if the V-belt 18 is broken, no blocks will enter the chamber where the differential mechanism 20 is arranged. Hence, the event that the V-belt 18 is broken will not cause the road wheels to lock although this will result in interruption of power from the engine to the road wheel.

Claims: A continuously variable transmission, comprising: a casing (30) having a first chamber (32), a second chamber (34), and a partition wall (36) arranged to separate said second chamber (34) from said first chamber (32); a V-belt power transmission mechanism (13) including a V-belt (18) drivingly interconnecting driver and follower pulleys (14, 16), said V-belt power transmission mechanism being arranged within said first chamber (32); and a differential mechanism (20) arranged within said second chamber (34), characterized in that an oil pan (42) contains a quantity of oil and is secured to said casing (30); said casing (30) has a first hole means (40) for providing fluid communication between said first chamber (32) and said oil pan (42), and a second hole means (46) for providing fluid communication between said second chamber (34) and said oil pan (42); said hole means (40 and 46) are generally vertical arranged; said V-belt power transmission mechanism and said differential mechanism both use said oil contained in said oil pan (42); and a control valve assembly (44) secured to said casing (30) is disposed between said first and second hole means (40, 46).

Inventors: IDETA, YASUFUMI, TAGUCHI, HIROMI
Applicants: NISSAN MOTOR CO., LTD.
Application year: 1988
Main classification: F16H37
IPC codes: F16H57, F16H37, F16H9