JP2010249214A - Continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a structure for preventing a bearing outer ring from being deformed, in the structure for holding a bearing for supporting a shaft provided with a pulley of a continuously variable transmission. <P>SOLUTION: The bearing is held by sandwiching the outer ring of the bearing for supporting the shaft in the axial direction by a trans-axle rear cover (a structure member) and a bearing retainer 122 fixed to a rear cover by a bolt. A force for holding the bearing is equalized in the peripheral direction by changing a thickness of the retainer in a position (a bolt position B) fixed by a retainer fixing bolt and a position (a central position C) between the bolt positions B of the bearing retainer 122. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a belt type continuously variable transmission, and more particularly to a structure for fixing a bearing supporting a shaft provided with a pulley of a belt type continuously variable transmission to a structural member.

  In recent years, belt type continuously variable transmissions have become widespread as vehicle transmissions. The belt type continuously variable transmission has pulleys respectively provided on two parallel shafts and belts wound around these two pulleys, and changes the belt winding radius with respect to the pulleys. Thus, a speed change action is obtained. Each pulley has two sheaves having opposing conical surfaces, and a belt is disposed in a V-shaped groove formed by the conical surfaces, and the belt is sandwiched between the conical surfaces of the two sheaves. Yes. The distance between the two sheaves can be changed, thereby changing the width of the V-groove and changing the wrapping radius of the belt. Thereby, the gear ratio can be changed. A belt type continuously variable transmission is described in Patent Document 1 below.

  Patent Document 1 discloses a structure in which a bearing that supports a shaft provided with a pulley is housed in a movable member such as a shaft and is fixed to a case that supports these movable members. An outer ring of the bearing is sandwiched between a case and a bearing retainer fixed to the case with a bolt, thereby firmly fixing the bearing in the shaft axis direction. Thereby, the shaft is also fixed in the axial direction. In this Patent Document 1, in consideration of deformation of the bearing retainer when fixed with bolts, the bearing retainer and the bearing outer ring are in contact with the surface of the bearing retainer and the surface abutting the bearing so that the bearing retainer comes into surface contact. Has been proposed. By making the surface contact, the surface pressure of the contact portion decreases, and the contact surface is prevented from being sag.

JP-A-10-205594

  In Patent Document 1, the surface pressure of the contact portion is controlled by the shape of the cross section including the shaft of the bearing retainer, but the distribution of the surface pressure in the circumferential direction is not taken into consideration. When the surface pressure changes in the circumferential direction, the bearing outer ring is greatly deformed at a portion where the surface pressure is high, and the rolling surface of the rolling element is deformed. For this reason, a bearing with a large capacity may be required.

  An object of the present invention is to improve the durability of a bearing that supports a shaft provided with a pulley of a belt-type continuously variable transmission.

  In the belt-type continuously variable transmission, the rigidity of the contact portion of the bearing retainer for fixing the bearing supporting the shaft provided with the pulley to the structural member in the circumferential direction is changed in the circumferential direction. Is.

  The rigidity of the contact portion can be higher at a central position between the positions than the position on the same radius as the position of the bolt or the position closest to the position.

  The distribution of the surface pressure with respect to the bearing outer ring of the bearing retainer is made uniform.

1 is a skeleton diagram showing a schematic configuration of a continuously variable transmission according to an embodiment. It is a figure which shows the structure of a belt. It is sectional drawing which shows the support structure of a secondary shaft. It is a side view which shows the example of a bearing retainer. It is sectional drawing which shows the structure around the one bearing which supports a secondary shaft. FIG. 5 is a cross-sectional view of the bearing retainer shown in FIG. 4 taken along the line BB. It is a side view which shows the other example of a bearing retainer. FIG. 8 is a sectional view of the bearing retainer shown in FIG. 7 taken along line BB. It is sectional drawing which shows the example of another bearing retainer. It is sectional drawing which shows the example of another bearing retainer.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, as an example of a belt-type continuously variable transmission, a transaxle in which a torque converter, a forward / reverse switching mechanism, a speed reduction mechanism, and a final speed reduction mechanism are integrated in addition to a belt-type continuously variable transmission mechanism is shown. The main part of the present invention is a belt-type continuously variable transmission mechanism, and other parts are replaced by a configuration other than the configuration shown below, and a transmission in which a part or all of the transmission is omitted also belongs to the present invention. .

  FIG. 1 is a skeleton diagram showing a schematic configuration of a transversely mounted transaxle 10 that employs a belt-type continuously variable transmission mechanism as a transmission mechanism. The horizontal installation type refers to a type in which the main power transmission shaft of the transaxle is arranged in the left-right direction of the vehicle, and is often used in combination with a prime mover such as an engine in which the output shaft is arranged in the left-right direction. Further, it can be applied to a so-called FF vehicle in which a prime mover and a transaxle are arranged at the front of the vehicle and drive the front wheels, and can also be applied to a vehicle that is arranged at the rear of the vehicle and drives the rear wheels.

  The transaxle 10 is coupled to a prime mover 12 such as a gasoline engine, and constitutes a power unit together with the prime mover. The transaxle 10 includes a torque converter 14, a forward / reverse switching mechanism 16, a speed change mechanism 18, a speed reduction mechanism 20, and a final speed reduction mechanism 22 in the order in which the power of the prime mover 12 is transmitted. A drive shaft 26 extends from the final reduction mechanism 22 toward the left and right drive wheels 24 and is coupled thereto.

  The torque converter 14 is a kind of fluid coupling, and is provided for the purpose of enabling the prime mover 12 to be idle even when the vehicle is stopped. Another purpose of employing the torque converter is the use of torque amplification. The torque amplification action of the transmission mechanism 18 is combined with the torque amplification action of the torque converter, so that a larger torque amplification ratio can be obtained for the entire transaxle. In addition, it is possible to generate a creep phenomenon at an extremely low speed similar to the conventional multi-stage automatic transmission, thereby facilitating speed control by the driver.

  The forward / reverse switching mechanism 16 is a mechanism for switching between forward and reverse travel of the vehicle. When the prime mover 12 itself cannot reverse as in the case of a gasoline engine, this mechanism reverses the rotation direction of the power transmission shaft thereafter, allowing the vehicle to reverse. The speed change mechanism 18 is a mechanism that converts the rotational speed of the input shaft and transmits it to the output shaft, and is a continuously variable speed change mechanism that can continuously change the speed ratio. Specifically, the speed change mechanism 18 includes a belt 32 wound around two pulleys 28 and 30, and realizes a speed change action by changing the wrapping radius of the belt 32 in each pulley. A more detailed configuration and operation of the speed change mechanism 18 will be described later. The reduction mechanism 20 is a mechanism that further reduces the rotational speed changed by the transmission mechanism. Since the continuously variable transmission having the above-described configuration cannot take a large gear ratio, the rotational speed of the prime mover 12 cannot be reduced to a speed suitable for driving the vehicle. The speed reduction mechanism 20 is a mechanism for reducing the rotational speed of the prime mover 12 to a sufficient speed together with a final speed reduction mechanism described later. The speed reduction mechanism 20 is constituted by, for example, a gear pair or a gear train of helical gears, and transmits power at a fixed speed reduction ratio. The speed reduction mechanism can also employ a winding type power transmission mechanism such as a chain and a sprocket. The final reduction mechanism 22 includes a final reduction gear pair 34 and a differential mechanism 36. The final reduction gear pair 34 transmits power at a fixed reduction ratio as in the reduction mechanism 20. The differential mechanism 36 has a function of absorbing the rotational speed difference between the left and right drive wheels 24.

  Further, each of the above mechanisms will be described in detail. A drive plate 40 is coupled to the end of the output shaft 38 (crankshaft in the case of a gasoline engine) of the prime mover 12. The torque converter 14 is coupled to the drive plate 40. The torque converter 14 is a three-element, one-stage, two-phase torque converter with a direct coupling clutch, and its structure is well known to those skilled in the art, so a description thereof is omitted here. An output side (for example, a pump impeller) from the torque converter 14 is coupled to an input shaft 42 extending from the forward / reverse switching mechanism 16.

  The forward / reverse switching mechanism 16 is a double pinion type planetary gear mechanism in which two stages of pinions 48 and 50 are disposed between the sun gear 44 and the ring gear 46. The sun gear 44 is coaxially disposed on the input shaft 42 and rotates integrally therewith. The ring gear 46 is disposed outside the sun gear 44 and coaxially with the input shaft 42. The pinions 48 and 50 mesh with each other, and the inner pinion 48 meshes with the sun gear 44 and the outer pinion 50 meshes with the ring gear 46. The pinions 48 and 50 are both supported on a common carrier 52 so as to be able to rotate. The carrier 52 is supported so as to be rotatable about the axis of the input shaft 42, and the pinions 48 and 50 revolve by this rotation. Further, a forward clutch 54 for connecting / separating the input shaft 42 and the carrier 52 is provided on the input shaft 42, and a reverse brake 56 for stopping the movement of the ring gear 46 is provided around the ring gear 46. . The carrier 52 is coupled to the primary shaft 58 of the transmission mechanism 18.

  When the vehicle moves forward, the forward clutch 54 is engaged and the reverse brake 56 is released. Due to the connection of the forward clutch 54, the input from the input shaft 42 is transmitted to the primary shaft 58 via the carrier 52. On the other hand, during reverse travel, the forward clutch 54 is separated, and the reverse brake 56 stops the rotation of the ring gear 46. When the sun gear 44 rotates in this state, the carrier 52 rotates in the opposite direction to the sun gear 44. Therefore, the primary shaft 58 rotates in the opposite direction to the input shaft 42 and can reverse the vehicle.

  The speed change mechanism 18 includes a primary shaft 58 and a secondary shaft 60 that are arranged in parallel, a primary pulley 28 and a secondary pulley 30 that are respectively arranged on these shafts, and a belt 32 that is wound around these pulleys. . The primary pulley 28 includes two sheaves 62 and 64 each having a conical surface, and these sheaves are arranged coaxially with the primary shaft 58 so that the conical surfaces are opposed to each other. One sheave 62 is fixed to or integrally formed with the primary shaft 58 and rotates together with the primary shaft. This sheave 62 is referred to as a fixed sheave 62. The other sheave 64 is movable along the shaft on the primary shaft 58 and rotates with the shaft 58 in the rotational direction. This sheave 64 is referred to as a moving sheave 64. A V-shaped groove 66 is formed by the conical surfaces of the two sheaves 62 and 64 facing each other. A hydraulic actuator 68 that drives the moving sheave 64 in the axial direction is provided on the back surface of the moving sheave 64. As the moving sheave 64 moves, the width of the V-shaped groove 66 expands or contracts. Similar to the primary pulley 28, the secondary pulley 30 includes a fixed sheave 70 and a moving sheave 72, and a V-shaped groove 74 is formed by the conical surfaces of the two sheaves. In order to move the moving sheave 72, a hydraulic actuator 76 is disposed on the back surface of the moving sheave 72.

  The belt 32 is disposed so as to be sandwiched between the V-shaped grooves 66 and 74 in each of the two pulleys, and is wound around the two pulleys 28 and 30. As shown in FIG. 2, the belt 32 includes elements 78 arranged in the circumferential direction and two rings 80 that bundle the elements 78. Each ring 80 is configured by laminating thin ring materials. The side surface of the element 78 is in contact with the conical surface of each sheave 62, 64, 70, 72 and is sandwiched between the pulleys 28, 30. When the moving sheaves 64 and 72 are moved to expand and contract the widths of the V-shaped grooves 66 and 74, the wrapping radius of the belt 32 is changed accordingly. The winding radius can be changed steplessly, whereby a continuously variable transmission mechanism that can continuously change the gear ratio can be obtained.

  A drive-side reduction gear 82 is provided on the secondary shaft 76, and this gear 82 meshes with a driven-side reduction gear 86 on the intermediate shaft 84. These gears 82 and 86 constitute the speed reduction mechanism 20. A final reduction pinion 88 is further provided on the intermediate shaft 84 and meshes with a final reduction ring gear 92 coupled to the differential case 90. The final reduction gear pair 34 is configured by the final reduction pinion 88 and the final reduction ring gear 92. Since the structure of the differential mechanism is well known to those skilled in the art, the description thereof is omitted.

  The primary shaft 58 is supported by bearings 98 and 100 provided on a transaxle housing 94 and a transaxle rear cover 96 that house the forward / reverse switching mechanism 16 and the speed change mechanism 20. The secondary shaft 60 is also supported by the bearings 102 and 104 in the same manner. In the speed change mechanism that changes the winding radius of the belt by expanding and reducing the width of the V-shaped groove as described above, it is important that the positional relationship between the two pulleys in the axial direction is properly maintained. If the positions of the two pulleys are shifted in the axial direction, there arises a problem that the belt is slanted. In order to maintain the positional relationship between the two pulleys, a structure is adopted in which the primary shaft 58 and the secondary shaft 60 in which the two fixed sheaves 62 and 70 are integrated are fixed in the axial direction. Specifically, one of the bearings that support the shaft is fixed in the axial direction to both the shaft and the transaxle housing 94 or the rear cover 96. As for the structure fixed in the axial direction, the primary shaft 58 and the secondary shaft 60 have a common structure, and only the secondary shaft 60 will be described below.

  FIG. 3 is a cross-sectional view showing the secondary shaft 60 and a structure for supporting the secondary shaft 60. The secondary shaft 60 is formed integrally with the fixed sheave 70, and the moving sheave 72 is disposed on the secondary shaft 60 so as to be movable in the axial direction. A hydraulic chamber 106 is formed on the back surface of the moving sheave 72, and its movement is controlled by supplying the working fluid to the hydraulic chamber 106 and discharging the working fluid from the hydraulic chamber 106. The secondary shaft 60 is supported at its right end in the figure by a bearing 102 disposed in the transaxle housing 94. The bearing 102 is a roller bearing of a type without an inner ring (inner race), and this bearing allows axial movement of the shaft. The left end of the secondary shaft 60 is supported by a bearing 104 disposed on the transaxle rear cover 96. The bearing 104 is a single row deep groove ball bearing. The two bearings 102 and 104 are arranged on members constituting a case for housing a movable member such as a shaft, such as the transaxle housing 94 and the transaxle rear cover 96, respectively. May be disposed on other structural members that support them so as to define their relative positions.

  The bearing 104 has an inner ring (inner race) 108 fixed to the secondary shaft 60 and an outer ring (outer race) 110 fixed to the transaxle rear cover 96. The inner ring 108 is in contact with a shoulder 112 formed on the secondary shaft 60 on the right side in the drawing, and is sandwiched between the shoulder and the end nut 114 located on the left side, and is fixed to the shaft 60. Yes. The outer ring 110 is accommodated in a bearing accommodating portion 116 provided in the transaxle rear cover 96. The bearing housing portion 116 includes a cylindrical portion 118 that faces the outer periphery of the outer ring 110 and a bottom portion 120 that faces the left side surface of the outer ring 110 in the drawing. A bearing retainer 122 is disposed so as to contact the right side surface of the outer ring 110. The bearing retainer 122 is fixed to the transaxle rear cover 96 with a bolt or the like, and the outer ring 110 of the bearing is clamped between the bottom portion 120 of the bearing housing portion and the bearing retainer 122 by the fastening force of the bolt, and is fixed in the axial direction. The In this embodiment, the retainer fixing bolt 124 for fixing the bearing retainer 122 extends from the outside (left side in the figure) of the transaxle rear cover 96 to the inside of the cover through a through hole provided in the cover. Screw together. The outer ring 110 of the bearing is fixed to the transaxle rear cover 96 in the axial direction, and the inner ring 108 is fixed to the secondary shaft 60 in the axial direction. The bearing 104, which is a single row deep groove ball bearing, restricts the relative movement of the inner ring and the outer ring in the axial direction by the ball, which is a rolling element, and thereby the secondary shaft 60 is fixed to the transaxle rear cover 96 in the axial direction. .

  4 is a side view of the bearing retainer 122, particularly, a side view seen from the left side of FIG. FIG. 5 is a view showing a cross section of the bearing retainer 122 taken along the line AA shown in FIG. FIG. 6 is a view showing a cross section taken along the line BB shown in FIG. The bearing retainer 122 has an annular shape and is provided with screw holes 126 for coupling to the retainer fixing bolts 124 at three equal intervals in the circumferential direction. A flat cover contact surface 128 that contacts the transaxle rear cover 96 is formed around the screw hole. Inside the cover contact surface 128, a bearing contact surface 130 is formed at a position farther from the transaxle rear cover 96 than this surface, that is, at a position retracted from the bearing outer ring 110. The bearing contact surface 130 is a flat surface over the entire circumference. At least a part of the bearing contact surface 130 contacts the side surface of the bearing outer ring 110. Hereinafter, a range H (see FIG. 5) that contacts the outer ring in the radial direction is referred to as a contact portion 132. The contact range H is a range between cylindrical surfaces respectively defined by the inner peripheral surface and the outer peripheral surface of the outer ring 110. The contact portion 132 has an annular shape with a constant width, that is, a radial dimension. In FIG. 4, the outer periphery of the contact portion is represented by a one-dot chain line denoted by reference numeral 134. The cross-sectional shape along the circumferential direction of the contact portion 132 is shown in FIG. A position B shown in FIG. 6 is a position on the same radius as the retainer fixing bolt 124 (hereinafter referred to as a bolt position B), and a cross-sectional shape between the positions B is shown in FIG. The shapes of the contact portions 132 equally divided by the position of the bolt 124 are equal to each other.

  As shown in FIG. 6, the cross-sectional shape of the contact portion 132 is such that the bearing contact surface 130 is a flat surface, but the opposite surface (hereinafter referred to as a back surface) 136 has a mountain shape. That is, at the bolt position B, it is thin in the axial direction of the secondary shaft 60 or the bearing 104, and is thickest at the center position (hereinafter referred to as the center position) C between the bolt positions B. Accordingly, the rigidity of the bearing retainer in the axial direction of the secondary shaft 60 is low at the bolt position B and high at the center position C. The bearing retainer 122 fixes the bearing 104 to the transaxle rear cover 96 by a restoring force of deformation when the retainer fixing bolt is fastened. Therefore, the force that the bearing retainer 122 pushes the bearing 104 against the rear cover 96 differs between the bolt position B and the bolt. In this embodiment, the rigidity is lowered in the vicinity of the bolt position B, and the rigidity is increased in the position between them, so that the force for pressing the bearing, that is, the force for holding the bearing is made uniform in the circumferential direction. Thereby, the deformation of the bearing 104 is less varied in the circumferential direction, and the degree of deformation is also reduced. The shape of the back surface 136 is formed by two straight lines in FIG. 6, but is not limited thereto, and may be one arc, a combination of arcs, or another curve. As described above, the bearing retainer 122 shown in FIGS. 4 and 6 changes the rigidity in the circumferential direction according to the thickness of the contact portion 132, that is, the dimension in the axial direction of the bearing.

  FIG. 7 is a side view of another bearing retainer 138. 4 has a similar shape to the bearing retainer 122 shown in FIG. 4, except that a notch is provided in the vicinity of the position on the same radius as the retainer fixing bolt 124, and the surface in contact with the side surface of the bearing outer ring 110 is cut off. is doing. A cross section taken along line A'-A 'appears in the same manner as in FIG. FIG. 8 is a view showing a cross section taken along line BB in FIG. Also in this figure, the dimension in the thickness direction is enlarged. About the position B and the position C, the bolt position B and the center position C are shown similarly to the above-mentioned. The general shape of the bearing retainer 138 is an annular shape, and screw holes 140 are provided at three positions at equal intervals in the circumferential direction. A retainer fixing bolt 124 is screwed into this screw hole. A flat cover contact surface 142 that contacts the transaxle rear cover 96 is formed around the screw hole. A bearing contact surface 144 is formed inside the cover contact surface 142 at a position farther from the transaxle rear cover 96 than this surface. The bearing contact surface 144 is notched at the bolt position and in the vicinity thereof, and is composed of three arc portions separated from each other. At least a part of the bearing contact surface 144 contacts the side surface of the bearing outer ring 110. Hereinafter, a range H (see FIG. 5) that contacts the outer ring in the radial direction is referred to as a contact portion 146. The contact range H is a range between cylindrical surfaces respectively defined by the inner peripheral surface and the outer peripheral surface of the outer ring 110. The contact portion 146 has an arc shape having a constant width, that is, a radial dimension. In FIG. 7, the outer periphery of the contact portion is represented by a one-dot chain line indicated by reference numeral 148. Moreover, the contact part 146 is arrange | positioned along with the circumferential direction at intervals in the volt | bolt position B as mentioned above. The cross-sectional shape along the circumferential direction of the contact portion 146 is shown in FIG. As shown in FIG. 8, the bearing contact surface 144 is a flat surface.

  As shown in FIG. 8, the cross-sectional shape of the contact portion 146 is that the bearing contact surface 144 is a flat surface, but the opposite surface (hereinafter referred to as the back surface) 150 has a mountain shape. That is, at the position closest to the bolt position B, it is thin in the axial direction of the secondary shaft 60 and is thickest at the center position C between the bolt positions B. Thereby, the rigidity of the bearing retainer in the axial direction of the secondary shaft 60 is low at a position close to the bolt position B and high at the center position C. Due to the circumferential cross-sectional shape, the bearing retainer 128 equalizes the force that presses the bearing, that is, the force that holds the bearing, in the circumferential direction, like the bearing retainer 122 described above. The shape of the back surface 150 is formed by two straight lines in FIG. 6, but is not limited thereto, and may be one arc, a combination of arcs, or another curve. As described above, the bearing retainer 138 shown in FIGS. 7 and 8 changes the rigidity in the circumferential direction depending on the thickness of the contact portion 146, that is, the dimension in the axial direction of the bearing.

  The cross-sectional shape of a portion other than the contact portions 132 and 146 such as a portion including the cover contact surfaces 128 and 142 of the bearing retainers 122 and 138 may be a flat plate shape, and the contact portion 132 shown in FIG. 6 or FIG. , 146 may be used.

  FIG. 9 is a diagram showing the shape of another bearing retainer 152. Since the shape of the side surface appears almost the same as in FIG. 4, it is omitted here. FIG. 9 is a view showing the shape of a cross section along the circumferential direction of a contact portion 154 corresponding to the contact portion 132 of the bearing retainer 122 described above. The bearing contact surface 156 on the bearing 104 side and the back surface 158 on the opposite side are closer to the bearing 104 side at the center position C than the bolt position B, and are bent into a “<” shape as a whole. . Each arc portion divided into three equal parts by the bolt position B has the same shape. Further, only the bearing contact surface 156 may be bent toward the bearing 104 side. Further, like the bearing retainer 138 of FIGS. 7 and 8, notches may be formed at and near the bolt position B to form three isolated portions opened in the circumferential direction.

  When the retainer fixing bolt 124 is fastened with the bearing contact surface 156 positioned so that the center position C is located on the bearing side, the center position C contacts first. When the bearing retainer 152 is fastened by the retainer fixing bolt, the bearing retainer 152 fixes the bearing 104 to the transaxle rear cover by a restoring force. Therefore, the force in the vicinity of the bolt position B that presses the bearing, that is, the holding force, is greater than the intermediate position C, and the deformation amount of the outer ring of the bearing is increased. Therefore, as described above, the center position C of the bearing contact surface 156 is closer to the bearing 104 than the bolt position B, and the restoring force due to the deformation of the bearing retainer is increased at the center position C and decreased at the bolt position B. Thereby, the force holding the bearing is equalized in the circumferential direction, and deformation of the bearing, particularly the outer ring, is reduced.

  FIG. 10 is a view showing the shape of still another bearing retainer 160. The shape of the side surface will be omitted since it appears almost the same as in FIG. FIG. 10 is a view showing the shape of the cross section along the circumferential direction of the contact portion 162 corresponding to the contact portion 132 of the bearing retainer 122 described above. The bearing contact surface 164 on the bearing 104 side and the back surface 166 on the opposite side are closer to the bearing 104 side at the center position C than the bolt position B, and are curved as a whole. Each arc portion equally divided by the three bolt positions B has the same shape. Further, only the bearing contact surface 156 may be curved toward the bearing side. Further, like the bearing retainer 138 of FIGS. 7 and 8, notches may be formed at and near the bolt position B to form three isolated portions opened in the circumferential direction.

  The bearing retainer 160 deforms the bearing retainer 160 at the center position C where the bearing holding force due to the fastening force of the retainer fixing bolt 124 becomes small, like the bearing retainer 152, by bending the bearing contact surface 164 as described above. The restoring force is increased to compensate for the decrease in holding force.

  In the bearing retainers 152 and 160, the contact portions 154 and 162 may be cut out at the bolt position B as in the bearing retainer 138 of FIG. Further, the cross-sectional shape of the portion other than the contact portions 154 and 162 such as the portion including the cover contact surface may be a flat plate shape, or the same cross-sectional shape as the contact portions 154 and 162 shown in FIG. 9 or FIG. It may be.

  The bearing retainer shown in FIGS. 9 and 10 has a contact surface that is in contact with the bearing outer ring side surface of the bearing retainer between this position and a position on the same radius as the position of the retainer fixing bolt or a position closest to this position. In a certain intermediate position, the side of the bearing outer ring is approached before the bolt is fastened. When fixing the bearing retainer to the transaxle rear cover, in the process of tightening the retainer fixing bolt, the bearing retainer first comes into contact with the side surface of the bearing outer ring at the center position. Go.

  In the above example, the bearing retainer is fixed to the transaxle rear cover by providing a screw hole in the bearing retainer and screwing this with the retainer fixing bolt. However, the retainer may be fixed by providing a screw hole in the rear cover, making the hole of the bearing retainer a through hole, and holding the bearing retainer between the rear cover and the head of the bolt.

  In the above example, the retainer is fixed with three bolts, but may be fixed with two or four or more bolts. The shape of the contact portion of the retainer between adjacent bolts can be the same as the shape between the bolts in the example of the three bolts described above.

  DESCRIPTION OF SYMBOLS 10 Transaxle (continuously variable transmission), 18 transmission mechanism, 28 primary pulley, 30 secondary pulley, 32 belt, 58 primary shaft, 60 secondary shaft, 62 fixed sheave, 64 moving sheave, 66 V-groove, 70 fixed sheave, 72 Moving sheave, 74 V-shaped groove, 94 Transaxle housing (structural member), 96 Transaxle rear cover, 98, 100, 102, 104 Bearing, 108 Inner ring, 110 Outer ring, 116 Bearing housing part, 122 Bearing retainer, 124 Retainer fixed Bolt, 126 screw hole, 128 cover contact surface, 130 bearing contact surface, 132 contact portion, 136 back surface.

Claims (2)

In a belt-type continuously variable transmission having a speed change mechanism that continuously changes a transmission gear ratio by winding a belt around pulleys provided on two shafts, and changing a belt winding radius with respect to the pulley,
A structural member having an accommodating portion for accommodating a bearing supporting the shaft;
A bearing retainer fixed to the structural member and holding the outer ring of the bearing in the axial direction of the shaft in cooperation with the housing;
Have
In the bearing retainer according to at least one of the two shafts, the rigidity of the contact portion in contact with the outer ring is changed in the circumferential direction.
Belt type continuously variable transmission.   The belt-type continuously variable transmission according to claim 1, wherein the bearing retainer is fixed to the structural member by a plurality of bolts, and the rigidity of the contact portion is a position on the same radius as the position of the bolt or the position. A belt type continuously variable transmission that is higher at a central position between these positions than at a position closest to.

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