JP5751848B2 - Continuously variable transmission for vehicle - Google Patents

Description

  The present invention relates to a continuously variable transmission for a vehicle.

  Conventionally, in a continuously variable transmission for a vehicle, a drive-side transmission member (drive rotation member) that rotates integrally with a transmission shaft, a driven-side transmission member (driven rotation member) that is rotatably supported by a transmission shaft, and a drive side A plurality of planetary rotating members (transmission rotating members) that are in pressure contact between the transmission member and the driven-side transmission member and transmit the rotation of the drive-side transmission member to the driven-side transmission member, and a part of the rotational torque of the shaft in the axial direction A torque cam (pressure adjusting cam mechanism) that presses the driven transmission member against the planetary rotating member, and a cylindrical planet carrier (carrier) that is pivotally supported by the transmission shaft. A planetary rotating member supported by a planetary carrier by a penetrating planetary support shaft (support shaft) is known (for example, see Patent Document 1). In Patent Document 1, the planetary support shaft is disposed at an angle of approximately 45 ° with respect to the transmission shaft.

JP 2001-214958 A

However, in the conventional vehicle continuously variable transmission, since the planetary support shaft is inclined by approximately 45 °, slip occurs in the frictional contact surface between the planetary rotating member, the drive-side transmission member, and the driven-side transmission member. As a result, transmission efficiency decreases. Further, since the deformation of each part greatly affects, there is a problem that a change amount of the shift ratio with respect to the transmission torque is large, and the control method of the shift ratio becomes complicated.
The present invention has been made in view of the above-described circumstances, and an object of the present invention is to suppress slipping of a planetary rotating member and improve transmission efficiency in a continuously variable transmission for a vehicle.

In order to achieve the above object, the present invention has a drive face (53) and a driven face (54, 254) rotatably supported with respect to the drive face (53), and rotates between the two faces. A planetary rotating member (55) for transmitting power between the two faces is provided on a planetary support shaft (57) provided so as not to rotate and move in the axial direction with respect to a casing (23) supporting the shaft (51). In the continuously variable transmission for a vehicle, a pressure adjusting cam that changes the rotational force on the rotating shaft (51) to an axial displacement and adds a frictional force between the both faces and the planetary rotating member (55). A mechanism (63, 68, 268) is provided, and the inclination of the planetary support shaft (57) is arranged in an acute angle smaller than 45 ° and up to 30 ° with respect to the rotation shaft (51).
According to this configuration, the planetary support shaft provided with the planetary rotating member for transmitting power between the two faces is disposed at an acute angle with respect to the rotating shaft, so that the frictional force of the planetary rotating member between the two faces increases. For this reason, the slip of the planetary rotating member between the two faces can be reduced, and the transmission efficiency of the continuously variable transmission for the vehicle can be improved while ensuring the gear ratio. Moreover, since the slip of the planetary rotating member is reduced, the quality of the continuously variable transmission for the vehicle is improved.
The present invention also has a drive face (53) and a driven face (54, 254) rotatably supported with respect to the drive face (53), and a rotating shaft (51) is provided between the two faces. For a vehicle in which a planetary rotation shaft (57) that transmits power between the two faces is provided on a planetary support shaft (57) that is non-rotatable and movable in the axial direction with respect to a supporting casing (23). In the continuously variable transmission, the pressure adjusting cam mechanism (63, 68) changes the rotational force on the rotating shaft (51) to an axial displacement and applies a frictional force between the two faces and the planetary rotating member (55). 268), and the inclination of the planet support shaft (57) is arranged at an acute angle of 30 ° to 41 ° with respect to the rotation shaft (51).

Further, in the above configuration, the pressure adjusting cam mechanism (63, 68, 268) is configured so that the face (53, 54, 254) of the planetary rotating member (55) is pressed against the planetary rotating member (55). It may be provided on both sides.
In this case, each face is pressed against the planetary rotating member by the pressure adjusting cam mechanisms provided on both sides of the planetary rotating member, so that the pressure adjusting cam mechanism can be dispersed and downsized, and the pressure adjusting cam mechanism of each face Can be improved, and the transmission efficiency of the continuously variable transmission for a vehicle can be improved. Further, since the pressure adjusting cam mechanisms are provided in a distributed manner, the reaction force acting on the pressure adjusting cam mechanism is reduced, and the vibration of the pressure adjusting cam mechanism can be reduced. For this reason, the slip of the planetary rotating member can be reduced, and the transmission efficiency of the continuously variable transmission for the vehicle can be improved.

The planetary support shaft (57) may be supported on a single rotating shaft (51) and prevented from rotating with respect to the casing (23).
In this case, even in a configuration in which the planetary support shaft is pivotally supported on a single rotation shaft and is prevented from rotating with respect to the casing, pressure control cam mechanisms are provided on both the left and right sides, and the planetary support shaft is at an acute angle with respect to the rotation shaft As a result, the slippage of the planetary rotating member can be reduced, and the transmission efficiency of the continuously variable transmission for the vehicle can be improved.

Further, the planetary support shaft (57) may be supported on the support shaft holder (77) through an adjustment mechanism by fitting with a gap.
In this case, the planetary support shaft is supported via the adjusting mechanism by the clearance fit with respect to the support shaft holder, the planetary support shaft can move in the shaft holder. As a result, the planetary rotating member supported by the planetary support shaft can also move, and dimensional errors due to distortion and dimensional variation of each part can be absorbed by the movement of the planetary rotating member, so that friction that reduces transmission efficiency can be reduced. The transmission efficiency of the continuously variable transmission for a vehicle can be improved. Further, since the dimensional error can be absorbed, the quality of the continuously variable transmission for the vehicle is improved.

A plurality of the planetary rotating members (55) may be provided side by side at equal intervals in the circumferential direction.
In this case, since a plurality of planetary rotating members are arranged at equal intervals in the circumferential direction, even if there is a variation in the size of the plurality of planetary rotating members, the three are in contact with each other and strongly contact the friction surface. The remaining planetary rotating member can also hit the frictional surface due to the deformation of the frictional surface by hitting, reducing the slippage of the planetary rotating member and improving the transmission efficiency of the continuously variable transmission for the vehicle. Moreover, since the variation in the dimension of the planetary rotating member can be absorbed, the quality of the continuously variable transmission for the vehicle is improved .

In the continuously variable transmission for a vehicle according to the present invention, the planetary support shaft provided with the planetary rotating member for transmitting power between the two faces is disposed at an acute angle with respect to the rotating shaft. The frictional force increases. For this reason, the slip of the planetary rotating member between the two faces can be reduced, and the transmission efficiency of the continuously variable transmission for the vehicle can be improved while ensuring the gear ratio. Moreover, since the slip of the planetary rotating member is reduced, the quality of the continuously variable transmission for the vehicle is improved.
Further, by providing planetary rotating members on both sides of the pressure adjusting cam mechanism, the pressure adjusting cam mechanisms can be dispersed and miniaturized, and the followability of the pressure adjusting cam mechanism of each face can be improved. Can improve the transmission efficiency. Further, since the pressure adjusting cam mechanisms are provided in a distributed manner, the reaction force acting on the pressure adjusting cam mechanism is reduced, and the vibration of the pressure adjusting cam mechanism can be reduced. For this reason, the slip of the planetary rotating member can be reduced, and the transmission efficiency of the continuously variable transmission for the vehicle can be improved.

Even in a configuration in which the planetary support shaft is pivotally supported on a single rotation shaft and is prevented from rotating with respect to the casing, pressure control cam mechanisms are provided on both the left and right sides, and the planetary support shaft is at an acute angle with respect to the rotation shaft. By providing, the slip of the planetary rotating member can be reduced, and the transmission efficiency of the continuously variable transmission for the vehicle can be improved.
In addition, the planetary support shaft supported via the adjustment mechanism with respect to the spindle holder can move, so that the planetary rotating member can also move, absorb dimensional errors due to distortion and dimensional variations of each part, and reduce transmission efficiency. Therefore, the transmission efficiency of the continuously variable transmission for a vehicle can be improved. Further, since the dimensional error can be absorbed, the quality of the continuously variable transmission for the vehicle is improved.
In addition, since a plurality of planetary rotating members are arranged at equal intervals in the circumferential direction, even if there is a variation in the size within the plurality, the three will be strongly hitting the friction surface and will depend on the three Due to the deformation of the friction surface, the remaining planetary rotating member can also hit the friction surface, reducing the slippage of the planetary rotating member and improving the transmission efficiency of the continuously variable transmission for the vehicle. Moreover, since the variation in the dimension of the planetary rotating member can be absorbed, the quality of the continuously variable transmission for the vehicle is improved.

It is sectional drawing of the engine provided with the continuously variable transmission for vehicles which concerns on the 1st Embodiment of this invention. It is sectional drawing which shows the state which has a continuously variable transmission in a low gear ratio. It is sectional drawing which shows the state which has a continuously variable transmission in top gear ratio. FIG. 3 is an enlarged view of a transmission unit in FIG. 2. FIG. 5 is an enlarged cross-sectional view of the input side torque cam as viewed from the Z direction orthogonal to the transmission shaft in FIG. 4. It is sectional drawing which shows the state which the rotational force acted on the input side torque cam. It is a figure which shows the relationship between an attachment angle and a ratio width. It is sectional drawing which looked at the transmission part from the axial direction of the transmission shaft. It is an enlarged view of the transmission part in 2nd Embodiment.

  Hereinafter, a continuously variable transmission for a vehicle according to an embodiment of the present invention will be described with reference to the drawings.

[First Embodiment]
FIG. 1 is a cross-sectional view of an engine provided with a continuously variable transmission for a vehicle according to a first embodiment of the present invention.
As shown in FIG. 1, an engine 10 mounted on a vehicle such as a motorcycle has a crankcase 11, a crankcase 13 in which a crankshaft 12 is accommodated, and a continuously variable transmission. A transmission chamber 14 in which the machine 50 (a continuously variable transmission for a vehicle) is accommodated is defined. The crankshaft 12 is rotatably supported by bearings 15 provided on the left and right wall portions of the crank chamber 13 and extends in the vehicle width direction. A generator 16 is provided on one end side of the crankshaft 12, and an automatic centrifugal clutch 17 is provided on the other end of the crankshaft 12. A crank web 18 is provided at the center of the crankshaft 12, and a connecting rod 20 is connected to the crank web 18 via a crank pin 19.

  The automatic centrifugal clutch 17 includes a switching portion 17A that rotates integrally with the crankshaft 12, and an output gear 17B that is rotatably supported on the crankshaft 12 with respect to the crankshaft 12, and the rotation of the switching portion 17A. This is an automatic clutch in which the power of the crankshaft 12 is transmitted to the output gear 17B when the number exceeds a predetermined value. The side of the automatic centrifugal clutch 17 is covered with a clutch cover 21, and the side of the generator 16 is covered with a generator cover 22.

The transmission chamber 14 is provided in a casing 23 connected to the rear portion of the crank chamber 13. The continuously variable transmission 50 includes a transmission shaft 51 (rotary shaft) extending in parallel with the crankshaft 12 across the left and right side walls 23A and 23B of the casing 23, and a transmission portion 52 provided on the transmission shaft 51. .
The transmission shaft 51 is rotatably supported via ball bearings 24A and 24B provided on the left and right side walls 23A and 23B, and the end of the transmission shaft 51 on the side of the automatic centrifugal clutch 17 extends to the outside of the casing 23. The input gear 25 that is always meshed with the output gear 17B of the automatic centrifugal clutch 17 is fixed.

  The transmission chamber 14 is provided with a reduction shaft 26 and a final output shaft 27 that extend in parallel with the transmission shaft 51. The reduction shaft 26 has a driven gear 26 </ b> A that meshes with the output side of the transmission unit 52, and a drive gear 26 </ b> B that meshes with a driven gear 27 </ b> A fixed to the final output shaft 27. An output shaft end 27B formed at the end of the final output shaft 27 extends outside the casing 23, and a drive sprocket 28 is fixed to the output shaft end 27B. A drive chain 29 is spanned between the drive sprocket 28 and a rear wheel (not shown).

FIG. 2 is a cross-sectional view showing a state where the continuously variable transmission 50 is in a low gear ratio. FIG. 3 is a cross-sectional view showing a state where the continuously variable transmission 50 is at the top gear ratio.
As shown in FIGS. 1 to 3, in the continuously variable transmission 50, the gear ratio is changed steplessly between the low gear ratio and the top gear ratio by operating the transmission unit 52 on the transmission shaft 51. be able to.
The transmission shaft 51 has a hollow portion 42 in the shaft core, and lubricating oil is supplied to the hollow portion 42 from an oil pump (not shown). The transmission shaft 51 has a plurality of oil holes 43 that allow the hollow portion 42 to communicate with the outer peripheral surface, and the lubricating oil that has passed through the oil holes 43 is supplied to each part of the continuously variable transmission 50.

The transmission unit 52 includes a drive-side transmission member 53 (drive face) that rotates integrally with the transmission shaft 51, a driven-side transmission member 54 (driven face) that is rotatably supported on the transmission shaft 51, and a drive-side transmission member. 53 and a plurality of planetary rotating members 55 provided between the driven transmission member 54 and transmitting power, a planetary carrier 56 movable in the axial direction of the transmission shaft 51, and each planetary rotating member provided on the planetary carrier 56. And a plurality of planetary support shafts 57 that support 55.
The drive-side transmission member 53 is provided integrally with the transmission shaft 51 that is a single shaft, and the driven-side transmission member 54 is supported by the transmission shaft 51 and is rotatable with respect to the drive-side transmission member 53.

The drive-side transmission member 53 includes a disk-shaped receiving portion 60 that protrudes in the radial direction from the outer peripheral surface of the transmission shaft 51, and a ring-shaped drive rotation member 61 that is fitted to the transmission shaft 51. The disc-shaped receiving portion 60 and the drive rotating member 61 are connected by an input side torque cam 63 (pressure adjusting cam mechanism) provided between the disc-shaped receiving portion 60 and the driving rotating member 61, and rotate integrally. A friction contact surface 61 </ b> A that contacts the planetary rotation member 55 is formed on the outer peripheral surface of the drive rotation member 61.
In the transmission shaft 51, a portion from the input gear 25 side to the vicinity of the drive-side transmission member 53 functions as an input shaft portion 51A to which power is input from the crankshaft 12.

The driven-side transmission member 54 has a driven rotation member 64 that is formed in a bowl shape that opens toward the drive-side transmission member 53, and an output gear portion 65 that meshes with the driven gear 26 </ b> A of the reduction shaft 26. The driven rotation member 64 is provided so as to be rotatable relative to the transmission shaft 51 via a needle bearing 66 provided on the outer periphery of the transmission shaft 51. The output gear portion 65 is provided to be rotatable relative to the transmission shaft 51 via an angular contact bearing 67 provided on the outer periphery of the transmission shaft 51. The driven rotation member 64 and the output gear portion 65 are connected by an output side torque cam 68 (pressure adjusting cam mechanism) provided between the driven rotation member 64 and the output gear portion 65, and rotate integrally.
In the transmission shaft 51, a portion from the driven-side transmission member 54 side to the side wall 23 </ b> A functions as an output shaft portion 51 </ b> B that outputs power from the crankshaft 12 to the reduction shaft 26.

  The driven rotation member 64 includes a cylindrical base portion 69 supported by the needle bearing 66, a disc portion 70 extending in the radial direction from the base portion 69, and a cylindrical tube extending from the disc portion 70 to the drive side transmission member 53 side. Part 71. A frictional contact surface 71 </ b> A that contacts the planetary rotating member 55 is formed on the inner peripheral surface of the cylindrical portion 71.

The output gear portion 65 is formed in a cylindrical shape, and a bearing accommodating portion 72 in which the angular contact bearing 67 is accommodated is formed on the inner periphery of the end of the output gear portion 65 on the side wall 23A side. The bearing accommodating portion 72 is formed in a step shape, and the angular contact bearing 67 is arranged in a state where the outer peripheral surface 67A and the side surface 67B are in contact with the bearing accommodating portion 72.
The output gear portion 65 has a pressing piece 73 that extends outside the base portion 69 so as to follow the outer peripheral surface of the base portion 69 of the driven rotation member 64. A disc spring 74 that biases the driven rotation member 64 toward the drive-side transmission member 53 is interposed between the tip of the pressing piece 73 and the disc portion 70. The driven rotating member 64 is always pressed against the drive side transmission member 53 side by the disc spring 74.

On the transmission shaft 51, between the ball bearing 24A and the angular contact bearing 67, a pump drive gear 75 for driving an oil pump (not shown) for sending oil to each part of the engine 10 is fixed.
A ring-shaped shim 76 is fixed between the pump drive gear 75 and the angular contact bearing 67. The shim 76 is fixed in the axial direction by a cotter (not shown) fitted into the transmission shaft 51.

  The planetary carrier 56 includes a conical first carrier half body 77 (support shaft holder) having a small diameter toward the driven rotation member 64 side, and a second carrier that is formed in a disc shape and supports the first carrier half body 77. A half body 78 is provided. The planetary carrier 56 has needle bearings 79 on the inner peripheral surface on the front end side of the first carrier half body 77 and the inner peripheral surface of the second carrier half body 78, and is connected to the transmission shaft 51 via the needle bearing 79. On the other hand, it is rotatable and slidable in the axial direction.

The right side wall 23B of the casing 23 is provided with a guide shaft 30 that extends through the side wall 23B and substantially parallel to the transmission shaft 51. The second carrier half body 78 has a guide hole portion 78B through which the guide shaft 30 is inserted. The second carrier half body 78 is guided by the guide shaft 30 in the axial direction of the transmission shaft 51 and restricts relative rotation with respect to the transmission shaft 51. Has been. That is, the planet carrier 56 can move in the axial direction of the transmission shaft 51, but does not rotate around the transmission shaft 51. Further, since the planetary carrier 56 is restricted by the guide shaft 30 and does not rotate, the planetary support shaft 57 supported by the planetary carrier 56 is also prevented from rotating about the transmission shaft 51 with respect to the casing 23. Become.
A driven screw portion 78 </ b> A extending in the axial direction of the transmission shaft 51 is provided on the rear surface of the second carrier half body 78.

  A plurality of window holes are formed on the outer peripheral surface of the first carrier half body 77 at equal intervals in the circumferential direction. Each planetary support shaft 57 is disposed so as to overlap the window hole along a conical generatrix centered on the axis of the transmission shaft 51, and the planetary rotating member 55 is exposed so that a part of the outer peripheral side is exposed from the window hole. It is supported by the planetary support shaft 57. In other words, the planetary rotation member 55 has an apex on the side of the driven rotation member 64 and is inclined along a conical conical generatrix centered on the axis of the transmission shaft 51 and goes to the drive-side transmission member 53 side. It is inclined and arranged so as to spread in the radial direction.

The first carrier half 77 supports a leading end side support hole 80 of a blind hole that supports an end of the planetary support shaft 57 on the driven rotation member 64 side, and an end of the planetary support shaft 57 on the drive side transmission member 53 side. A proximal end support hole 81 is formed. The planetary support shaft 57 is inserted from the base end side support hole 81 side and fixed to both fitting portions of the base end side support hole 81 and the front end side support hole 80 by clearance fitting. Since the planetary support shaft 57 is fitted with a predetermined gap by gap fitting, the planetary support shaft 57 is slightly in the proximal support hole 81 and the distal support hole 80 according to the force acting on the planet support shaft 57. Can move. Here, as an example, the diameter of the planetary support shaft 57 is 6 mm. In this case, the inner diameters of the proximal support hole 81 and the distal support hole 80 are set to be 1 μm to 16 μm larger than the diameter of the planetary support shaft 57. Is done.
The first carrier half body 77 and the planetary support shaft 57 constitute an adjustment mechanism in which the planetary support shaft 57 can move when the planetary support shaft 57 is fitted in a gap.

The planetary rotating member 55 is a cylindrical member formed in a tapered shape having a large central diameter in the axial direction and a small diameter at both ends, and a first tapered surface that contacts the frictional contact surface 61A of the drive rotating member 61. 55A, a second tapered surface 55B that contacts the frictional contact surface 71A of the driven rotating member 64, and a support hole 55C that penetrates the central portion of the planetary rotating member 55 in the axial direction. As shown in FIG. 2, the sides facing each other in the first tapered surface 55 </ b> A and the second tapered surface 55 </ b> B are parallel in a side sectional view passing through the center of the planetary support shaft 57.
A pair of needle bearings 82 and 82 are provided at both ends of the support hole 55C, and the drive rotation member 61 is provided so as to be rotatable relative to the planetary support shaft 57 and slidable in the axial direction via the needle bearings 82 and 82. It has been.

  Between the planet carrier 56 and the ball bearing 24 </ b> B, a drive screw portion 40 that is rotatable on the transmission shaft 51 is provided. The drive screw portion 40 is rotatably provided via the ball bearing 41 and is screwed to the driven screw portion 78A of the planet carrier 56. The drive screw portion 40 is rotationally driven by a drive motor (not shown) via a speed reduction mechanism. When the drive screw portion 40 rotates, a force that moves in the axial direction acts on the driven screw portion 78A, and the planetary carrier 56 changes speed. It is moved in the axial direction of the machine shaft 51. That is, in the continuously variable transmission 50, the planetary carrier 56 that supports the planetary rotating member 55 can be moved in the axial direction of the transmission shaft 51 by driving the drive motor, thereby changing the gear ratio. .

2 and 3, the distance from the contact point between the frictional contact surface 61A of the drive rotating member 61 and the first tapered surface 55A of the planetary rotating member 55 to the axis of the transmission shaft 51 is A, and the frictional contact surface 61A. The distance from the contact point with the first taper surface 55A to the axis of the planetary support shaft 57 is B, and the contact point between the friction contact surface 71A of the driven rotation member 64 and the second taper surface 55B of the planetary rotation member 55 is the planet support shaft. 57, the distance from the contact point between the frictional contact surface 71A of the driven rotating member 64 and the second tapered surface 55B of the planetary rotating member 55 to the axis of the transmission shaft 51 is defined as D. When the rotational speed is NI, the rotational speed of the driven rotary member 64 is NO, and the gear ratio R is R = NI / NO,
R = NI / NO = (B / A) × (D / C).
Here, in the first embodiment, even if the planet carrier 56 moves in the axial direction of the transmission shaft 51, the distances A and D are constant and do not change. Therefore, the gear ratio R is expressed by the following equation.
R = B / C

When the planetary carrier 56 is moved in the direction approaching the driven rotation member 64 by driving the drive motor as shown in FIG. 2, the distance B increases and the distance C decreases, and the speed ratio R becomes growing. That is, the state shown in FIG. 2 where the distance B is the maximum and the distance C is the minimum is the low gear ratio.
When the planetary carrier 56 is moved away from the driven rotating member 64 by driving the drive motor as shown in FIG. 3, the distance B decreases and the distance C increases, and the speed ratio R decreases. Become. That is, the state of FIG. 3 in which the distance B is the minimum and the distance C is the maximum is the top gear ratio.

  The transmission shaft 51 is rotated by the power from the crankshaft 12, and the drive-side transmission member 53 that rotates integrally with the transmission shaft 51 rotates each planetary rotation member 55, and the rotations that are shifted according to the transmission gear ratio R are The rotation is transmitted to the driven transmission member 54 via the planetary rotating member 55, and the rotation of the driven transmission member 54 is transmitted to the reduction shaft 26 via the output gear portion 65, and the reduction shaft 26 drives the final output shaft 27. To do.

FIG. 4 is an enlarged view of the transmission unit 52 in FIG.
Next, the input side torque cam 63 and the output side torque cam 68 will be described.
The input-side torque cam 63 and the output-side torque cam 68 convert part of the rotational force (torque) transmitted from the transmission shaft 51 side into axial thrust of the transmission shaft 51, and drive side transmission member 53 and driven side transmission member 54 is provided to press against the planetary rotating member 55. With this thrust, the contact pressure between the friction contact surface 61A and the first taper surface 55A and the contact pressure between the friction contact surface 71A and the second taper surface 55B can be obtained, and the friction generated in the contact pressure. The rotation is transmitted between the planetary rotation member 55, the drive-side transmission member 53, and the driven-side transmission member 54 by the force.
Here, when the continuously variable transmission 50 is used as a speed reducer, the output side torque cam 68 is a low speed side torque cam, and the input side torque cam 63 rotating at a higher speed than the output side torque cam 68 is a high speed side torque cam.

  As shown in FIG. 4, the drive rotation member 61 has a facing surface 61 </ b> B that faces the end surface 60 </ b> A in the axial direction of the disc-shaped receiving portion 60 formed on the transmission shaft 51. The input side torque cam 63 is configured such that a ball 85 is sandwiched between a plurality of cam grooves 83 and cam grooves 84 provided on the end surface 60A and the opposing surface 61B, respectively. A plurality of cam grooves 83 and cam grooves 84 are arranged side by side so as to form an annular arrangement at substantially equal intervals in the circumferential direction of the end surface 60A and the opposing surface 61B, and balls 85 are respectively provided between the cam grooves 31 and 32. It is pinched.

FIG. 5 is an enlarged cross-sectional view of the input side torque cam 63 seen from the Z direction orthogonal to the transmission shaft 51 in FIG. Here, FIG. 5 shows a state in which no rotational force is acting on the input side torque cam 63.
As shown in FIGS. 4 and 5, a gap S is provided between the end face 60 </ b> A and the opposing face 61 </ b> B in a state where the ball 85 is sandwiched, and the gap S is inserted into the transmission shaft 51. A ring-shaped retainer 86 is disposed. The retainer 86 has a plurality of circular ball support holes 87 formed at substantially equal intervals in the circumferential direction corresponding to the positions of the balls 85, and the balls 85 are accommodated in the ball support holes 87. An insertion hole 86 </ b> A through which the transmission shaft 51 is inserted is formed in the center of the retainer 86.

  The cam groove 83 formed on the facing surface 61B is a V-shaped groove formed in a V shape, and is in contact with the ball 85 on two flat surfaces 83A and 83A constituting the V shape. In the cam groove 83, the ball 85 is in contact with the ball 85 at two points located on the opposing surface 61B side with respect to the bottom 83B of the V-shaped groove, and the ball 85 does not contact the bottom 83B.

  The cam groove 84 formed in the end surface 60A is a groove formed in a substantially V shape, but is an R groove provided with a curved surface portion 84A having a radius of curvature larger than the radius of the ball 85 at the bottom. That is, the cam groove 84 has a curved surface portion 84A and two flat surface portions 84B and 84B extending in a straight line connecting the curved surface portion 84A and the end surface 60A. In a state where almost no torque is applied to the input side torque cam 63, the ball 85 is in contact with the curved surface portion 84A at one point, and is not in contact with the flat surface portions 84B and 84B.

  As shown in FIG. 2, the transmission shaft 51 has an oil supply hole 44 that allows the hollow portion 42 to communicate with the gap S, and the lubricating oil is directly supplied to the input side torque cam 63 through the oil supply hole 44. For this reason, the input side torque cam 63 can be effectively lubricated, and the followability of the input side torque cam 63 can be improved.

FIG. 6 is a cross-sectional view showing a state in which a rotational force is applied to the input side torque cam 63.
When a rotational force acts on the input side torque cam 63, relative rotation occurs between the disk-shaped receiving part 60 and the drive rotating member 61, and the relative position between the disk-shaped receiving part 60 and the drive rotating member 61 is determined by the ball 85. The drive rotating member 61 receives the rotational power of the disk-shaped receiving portion 60 via the ball 85 and rotates. In this state, the ball 85 is in contact with one flat surface 83A and the curved surface portion 84A on the flat surface portion 84B facing the flat surface 83A. At each contact point, the torque T1 for rotating the drive rotation member 61, and the torque An axial thrust F1 generated according to the magnitude of T1 is generated. Due to this thrust F1, the drive rotation member 61 is slightly displaced so as to deform in the axial direction, the drive rotation member 61 is pressed against the planetary rotation member 55, and the planetary rotation member 55 is pressed against the driven transmission member 54. Therefore, the contact pressure between the friction contact surface 61A and the first taper surface 55A and the contact pressure between the friction contact surface 71A and the second taper surface 55B can be sufficiently secured.

In the cam groove 84, the ball 85 extends along the curved surface portion 84A (FIG. 6) having a radius of curvature larger than the radius of the ball 85 from a state where the ball 85 bottoms out at the center of the curved surface portion 84A (FIG. 5). Because of the smooth movement, the increase in thrust F1 is moderate in the cam groove 84 as compared with the case where the ball 85 moves along the plane 83A in the cam groove 83. For this reason, in the input side torque cam 63, the fluctuation | variation of the thrust F1 with respect to a torque fluctuation | variation is relieve | moderated. Here, the torque fluctuation is caused by a change in the driving state of the vehicle, and is caused by a change in the gear ratio R or the like.
The retainer 86 is disposed at a position substantially coinciding with the center of the ball 85, holds the ball 85 while allowing the ball 85 to move, and suppresses excessive movement of the ball 85 due to torque fluctuation. doing. For this reason, by using the retainer 86, the fluctuation of the thrust F1 with respect to the torque fluctuation can be reduced.

  In the continuously variable transmission 50, if the contact pressure between the frictional contact surface 61A and the frictional contact surface 71A is high, slippage between the frictional contact surface 61A and the frictional contact surface 71A and the planetary rotating member 55 can be suppressed. Efficiency can be improved. However, when the contact pressure is excessive, the power loss is reduced and the load on the contact surface is increased. Therefore, it is desirable to set the contact pressure according to the torque acting on the transmission unit 52. In the first embodiment, by using the input side torque cam 63, the thrust F1 increases as the torque T1 increases, and the thrust F1 corresponding to the load torque can be generated. Compared with the configuration in which the contact pressure is applied, the contact pressure at the time of low load can be set low, and the transmission efficiency at the time of low load can be improved and the load on the contact surface can be reduced.

  As shown in FIG. 4, the output gear portion 65 has a facing surface 65 </ b> A that faces the axial end surface 69 </ b> A of the base portion 69 of the driven-side transmission member 54. The output side torque cam 68 is configured such that a ball 33 is sandwiched between the cam grooves 31 and the cam grooves 32 provided in plural on the end surface 69A and the opposing surface 65A. Specifically, a plurality of cam grooves 31 and cam grooves 32 are arranged in an annular shape with a substantially equal interval in the circumferential direction of the end surface 69A and the opposing surface 65A, and the ball 33 is narrowed between the cam grooves 31 and 32, respectively. It is held. Here, the cam groove 31 is an R groove similar to the cam groove 84 having the curved surface portion 84 </ b> A shown in FIG. 5, and the cam groove 32 is a V-shaped groove similar to the cam groove 83.

When a rotational force acts on the output-side torque cam 68, relative rotation occurs between the driven-side transmission member 54 and the output gear portion 65, and the relative position in the rotational direction between the driven-side transmission member 54 and the output gear portion 65 is the ball position. The output gear 65 is restricted by the rotation 33 and receives the rotational power of the driven transmission member 54 via the ball 33 to rotate. In this state, in the output side torque cam 68, a torque for rotating the drive rotating member 61 and an axial thrust F2 (FIG. 4) generated according to the magnitude of the torque are generated. Due to this thrust F2, the driven-side transmission member 54 is slightly displaced in the axial direction and pressed against the planetary rotating member 55, and the planetary rotating member 55 is pressed against the drive rotating member 61. Therefore, the friction contact surface 71A and the second taper The contact pressure between the surface 55B and the contact pressure between the friction contact surface 61A and the first taper surface 55A can be sufficiently secured.
The driven transmission member 54 is also pressed against the planetary rotation member 55 by a disc spring 74.

In the first embodiment, an input side torque cam 63 and an output side torque cam 68 are provided on both sides in the axial direction of the transmission shaft 51 with respect to the planetary rotation member 55, and the drive rotation member 61 and the driven side transmission member are driven by the thrusts F1 and F2. Since 54 is pressed from both the input side and the output side, the followability of the thrust can be improved as compared with the case where the torque cam is provided only on one side and the thrust is generated from one side. That is, by generating the thrusts F1 and F2 from both the input side and the output side, it becomes easy to obtain a thrust that can obtain the required contact pressure, and the slip of the planetary rotating member 55 is reduced, thereby continuously variable transmission 50. Can improve the transmission efficiency. Further, when the followability of the torque cam is low, it is necessary to increase the set value of the torque cam thrust so as to obtain a higher contact pressure with a margin than the required contact pressure. In the first embodiment, By providing torque cams on both sides, the followability of thrust is enhanced, so that the set pressure of the torque cams 63 and 68 can be reduced to reduce the contact pressure. For this reason, the transmission efficiency can be improved and the load on the contact surface can be reduced.
Furthermore, since the input side torque cam 63 and the output side torque cam 68 are provided in a distributed manner, the torque cams 63 and 68 can be reduced in size and the reaction force acting on the input side torque cam 63 and the output side torque cam 68 is reduced. The vibration of the continuously variable transmission 50 can be reduced.

By the way, torque fluctuations generated in the transmission unit 52 are generated from both the input side and the output side in accordance with fluctuations such as acceleration / deceleration of the vehicle, and the magnitudes of the thrusts F1, F2 change in accordance with the torque fluctuations. For this reason, when torque fluctuation occurs intermittently, the thrusts F1 and F2 become unstable, and as a result, the contact pressure with respect to the planetary rotating member 55 may fluctuate or vibration may occur in the transmission unit 52. Here, this phenomenon is called torque hunting.
However, in the continuously variable transmission 50, the input side torque cam 63 and the output side torque cam 68 have the curved surface portion 84A, and the balls 85 and 33 gradually move along the curved surface portion 84A, so that the thrusts F1 and F2 increase or decrease. Can be relaxed. For this reason, torque hunting accompanying torque fluctuation can be suppressed, transmission efficiency can be improved, and vibration can be reduced.
Further, the curved surface portion 84A is provided in the disk-shaped receiving portion 60 of the input side torque cam 63, and is provided in a portion where the high-speed rotation and high load are applied. It can be effectively reduced and transmission efficiency can be improved.
Furthermore, since the retainer 86 relaxes the fluctuation of the thrust F1 with respect to the torque fluctuation, torque hunting can be suppressed. Here, the retainer 86 may also be provided in the output side torque cam 68.

  Also, when the axial clearance (interval) of the transmission shaft 51 due to errors such as dimensional tolerances is large between the members constituting the transmission unit 52, these members move in the axial direction to cause backlash, This will cause torque hunting. In the first embodiment, the shim 76 is fixed to the transmission shaft 51 to press the angular contact bearing 67 toward the driven transmission member 54, so that the clearance between the above members can be reduced. Specifically, a plurality of shims 76 are provided with different plate thicknesses, and when the transmission unit 52 is assembled, the clearance is measured, and a shim 76 having a plate thickness that can optimize the clearance is selected and attached to the transmission shaft 51. Fixed. Thereby, generation | occurrence | production of torque hunting can be suppressed.

  Furthermore, since the planetary support shaft 57 is fixed to the first carrier half body 77 by clearance fitting, the planetary support shaft 57 can move within the first carrier half body 77 by an amount corresponding to the clearance. Thereby, the planetary rotating member 55 supported by the planetary support shaft 57 can also move, and a dimensional error due to distortion and dimensional variation of the transmission unit 52 can be absorbed by the movement of the planetary rotating member 55. Thereby, rattling of each member constituting the transmission unit 52 can be reduced, so that occurrence of torque hunting can be suppressed.

As shown in FIG. 4, the input side torque cam 63 and the output side torque cam 68 are provided in the vicinity of the shaft support portion where the transmission shaft 51 supports the input side torque cam 63 and the output side torque cam 68, and the rotation radii thereof are substantially equal. It is provided to become. Specifically, the input side torque cam 63 and the output side torque cam 68 are arranged such that the positions of the ball 85 and the ball 33 are inside the center O of the planetary rotating member 55 in the radial direction of the transmission shaft 51 and the outer peripheral surface of the transmission shaft 51. It is comprised so that it may become substantially equal in the vicinity. Thereby, since the input side torque cam 63 and the output side torque cam 68 rotate in the vicinity of the rotation center of the transmission shaft 51, the influence of centrifugal force on the operation of both the torque cams 63, 68 is reduced, and the torque accompanying acceleration / deceleration of the vehicle Therefore, it is possible to generate an appropriate cam thrust against the fluctuation. As a result, changes in transmission efficiency due to torque fluctuations can be suppressed.
In addition, since both torque cams 63 and 68 operate substantially the same with substantially the same radius of rotation, the magnitude of the thrust generated on the input side and the output side can be made substantially uniform, and the input side torque cam 63 and The output side torque cam 68 can follow substantially the same.

  Since the transmission unit 52 is provided with the drive-side transmission member 53, the planetary rotation member 55, and the driven-side transmission member 54 on the transmission shaft 51 that is a single shaft, the assembling accuracy and assembling property of the transmission unit 52 are improved. it can. Further, since the transmission shaft 51 is a single shaft, it is considered that vibration is easily transmitted between the crankshaft 12 side and the final output shaft 27 side via the transmission shaft 51. Since the input side torque cam 63 and the output side torque cam 68 are provided and vibrations can be reduced by the two torque cams 63 and 68, the vibration of the engine 10 can be reduced as a whole.

  As shown in FIG. 4, the planetary rotating member 55 is provided to be inclined with respect to the transmission shaft 51. Here, the angle at which the axis of the transmission shaft 51 intersects with the axis of the planetary support shaft 57 is defined as an attachment angle X. Further, in the contact portion P between the friction contact surface 61A and the first taper surface 55A, the contact pressure acting substantially perpendicular to the first taper surface 55A is defined as the contact pressure P1, and the friction contact surface 71A and the second taper surface 55B. In the contact portion Q, a contact pressure acting substantially perpendicular to the second tapered surface 55B is defined as a contact pressure Q1. Further, an offset U is a distance between an extension line in the direction in which the contact pressure P1 acts and an extension line in the direction in which the contact pressure Q1 acts.

FIG. 7 is a diagram showing the relationship between the mounting angle X and the ratio width. Here, the ratio width W is a ratio between the low gear ratio and the top gear ratio, and the larger the ratio width W, the larger the gear ratio range.
In the transmission unit 52, as shown in FIG. 7, when the mounting angle X of the planetary rotating member 55 increases, the planetary rotating member 55, the drive-side transmission member 53, and the driven-side transmission member 54 in the frictional contact surfaces 61A and 71A Sliding between the two will increase. On the other hand, as the mounting angle X becomes smaller, slip between the planetary rotating member 55, the drive-side transmission member 53, and the driven-side transmission member 54 decreases, and transmission efficiency increases.
The ratio width W increases as the mounting angle X increases up to about 41 degrees, and decreases at angles beyond that.
Further, as the mounting angle X becomes smaller, the space in the axial direction of the transmission shaft 51 occupied by the planetary support shaft 57 becomes larger, so that the transmission portion 52 becomes larger in the axial direction.

In the first embodiment, the attachment angle X is set to 41 °. Accordingly, both high transmission efficiency and a large ratio width W can be achieved, and the size of the transmission unit 52 in the axial direction can be reduced. The attachment angle X is desirably set in a range of 30 ° to 41 ° that can improve the transmission efficiency, the ratio width W, and the small space in the axial direction of the transmission unit 52.
Furthermore, the offset U can be reduced by setting the attachment angle X to an acute angle smaller than 45 °. When the offset U is large, as shown in FIG. 4, the magnitude of the rotational moment M that rotates the planetary rotating member 55 so as to pry about the planetary support shaft 57 increases, and the friction increases. In the first embodiment, by setting the attachment angle X to an acute angle smaller than 45 °, the offset U can be reduced, the rotational moment M can be reduced, and the friction can be reduced, so that the transmission efficiency can be improved.
Furthermore, when the speed change portion 52 is slightly deformed due to torque fluctuation or the like, the speed change ratio also changes, but by making the attachment angle X smaller than 45 °, the influence of the deformation of the speed change portion 52 on the speed change ratio can be reduced, Control of the gear ratio becomes easy.

FIG. 8 is a cross-sectional view of the transmission unit 52 as viewed from the axial direction of the transmission shaft 51.
As shown in FIG. 8, five planetary rotating members 55 are arranged in the circumferential direction of the transmission shaft 51 at equal intervals. It is conceivable that a gap is generated between the frictional contact surface 71A of the driven rotating member 64 and the second tapered surface 55B of the planetary rotating member 55 due to an error such as a dimensional tolerance. In the transmission unit 52, as the load increases, the contact pressure between the planetary rotating member 55 and the driven rotating member 64 increases. As shown in FIG. It is elastically deformed into a substantially elliptical shape so as to come into contact with the planetary rotating member 55. In other words, since the five planetary rotating members 55 are arranged at equal intervals, the driven rotating member 64 having a substantially perfect circle shape is naturally elastic so as to come into contact with the planetary rotating member 55 at three well-balanced points. As a result, the remaining two planetary rotating members 55 come into contact with each other. Thereby, even if there is an error such as a dimensional tolerance, the planetary rotating member 55 contacts the driven rotating member 64 at five points, so that high transmission efficiency can be obtained.

  As described above, according to the first embodiment to which the present invention is applied, the planetary support shaft provided with the planetary rotating member 55 that transmits power between the drive-side transmission member 53 and the driven-side transmission member 54 is provided. Since 57 is disposed at an acute angle smaller than 45 ° with respect to the transmission shaft 51, the frictional force of the planetary rotating member 55 between the drive-side transmission member 53 and the driven-side transmission member 54 increases. For this reason, slip of the planetary rotating member 55 between the drive side transmission member 53 and the driven side transmission member 54 can be reduced, and the transmission efficiency of the continuously variable transmission 50 can be improved while ensuring the ratio width W. Further, since the slip of the planetary rotating member 55 is reduced, the load on the friction surface can be reduced, and the quality of the continuously variable transmission 50 is improved.

  Further, since the drive side transmission member 53 and the driven side transmission member 54 are pressed against the planetary rotation member 55 by the input side torque cam 63 and the output side torque cam 68 provided on both sides of the planetary rotation member 55, respectively, the input side torque cam 63 and The output side torque cams 68 can be arranged in a distributed manner to reduce the size, and the followability of the input side torque cam 63 and the output side torque cam 68 can be improved, and the transmission efficiency of the continuously variable transmission 50 can be improved. Further, since the input side torque cam 63 and the output side torque cam 68 are provided in a distributed manner, the reaction force acting on the input side torque cam 63 and the output side torque cam 68 is reduced, and the vibration of the input side torque cam 63 and the output side torque cam 68 is reduced. Can be reduced. For this reason, the slip of the planetary rotating member 55 can be reduced, and the transmission efficiency of the continuously variable transmission 50 can be improved.

  Further, the input side torque cam 63 and the output side torque cam 68 are provided on both sides of the planetary rotating member 55 even in a configuration in which the planetary support shaft 57 is pivotally supported on the single transmission shaft 51 and is prevented from rotating with respect to the casing 23. At the same time, by providing the planetary support shaft 57 at an acute angle with respect to the transmission shaft 51, the slip of the planetary rotating member 55 can be reduced, and the transmission efficiency of the continuously variable transmission 50 can be improved.

Further, the planetary support shaft 57 is fitted into a clearance with respect to the distal end side support hole 80 and the proximal end side support hole 81 of the first carrier half body 77, and the planetary support shaft 57 is spaced apart within the first carrier half body 77. You can move as much as you can. As a result, the planetary rotating member 55 supported by the planetary support shaft 57 can also move, and dimensional errors due to distortions and dimensional variations of each part can be absorbed and adjusted by the movement of the planetary rotating member 55, thereby reducing transmission efficiency. Since the friction can be reduced, the transmission efficiency of the continuously variable transmission 50 can be improved. Further, since the dimensional error can be absorbed, the quality of the continuously variable transmission 50 is improved.
In addition, since five planetary rotating members 55 are arranged at equal intervals in the circumferential direction, even if there is a variation in the size within the five, three strongly contact the frictional contact surface 71A of the driven rotating member 64. Due to the deformation of the friction contact surface 71A by the three, the remaining two can hit the friction contact surface 71A, reducing the slip of the planetary rotating member 55 and improving the transmission efficiency of the continuously variable transmission 50. It can be improved. Moreover, since the variation in the dimension of the planetary rotating member 55 can be absorbed, the quality of the continuously variable transmission 50 is improved.

In addition, the said 1st Embodiment shows the one aspect | mode which applied this invention, Comprising: This invention is not limited to the said 1st Embodiment.
In the first embodiment described above, in the input side torque cam 63 and the output side torque cam 68, one of the cam grooves 84, 31 is configured as an R groove, but the present invention is not limited to this. Alternatively, the cam grooves 83 and 32 may also be R grooves. Alternatively, the cam grooves 84 and 31 may be V-shaped grooves, and only the cam grooves 83 and 32 may be R grooves.
In the first embodiment, the R groove is described as a groove having the curved surface portion 84A at the bottom. However, the present invention is not limited to this. For example, the R groove is a substantially V-shaped groove. Alternatively, both the slope portions may be curved curved surface portions, and the flat bottom portion may be formed so as to be smoothly connected to the curved surface portion.
In the first embodiment, the gap fitting is described as an example of the adjustment mechanism. However, the present invention is not limited to this, and for example, the planetary support shaft 57 is configured by an eccentric shaft. Thus, an adjustment mechanism may be provided.
In the first embodiment described above, five planetary rotating members 55 are provided at equal intervals in the circumferential direction of the transmission shaft 51. However, the present invention is not limited to this, and a plurality of planetary rotating members 55 are provided. It suffices if the pieces are provided at equal intervals in the circumferential direction. In particular, by providing five or more planetary rotating members 55, a well-balanced three-point contact state can be obtained.

[Second Embodiment]
Hereinafter, a second embodiment to which the present invention is applied will be described with reference to FIG. In the second embodiment, parts that are configured in the same manner as in the first embodiment are given the same reference numerals, and descriptions thereof are omitted.
In the second embodiment, a part of the configuration of the driven-side transmission member 254 is different from the driven-side transmission member 54 of the first embodiment.

FIG. 9 is an enlarged view of the transmission unit 52 according to the second embodiment.
The driven-side transmission member 254 includes a bowl-shaped driven rotation member 264 and an output gear portion 265 that meshes with the driven gear 26A.
The output gear portion 265 extends in the axial direction, has a small-diameter step portion 265A at one end on the driven side transmission member 254 side, a needle bearing 66 provided on the inner peripheral surface of the step portion 265A, and the other end. It is provided so as to be rotatable relative to the transmission shaft 51 via an angular contact bearing 67 provided.
The driven rotation member 264 has a disc portion 270 fitted to the outer peripheral surface of the step portion 265A and a cylindrical tube portion 271 extending from the disc portion 270 to the drive side transmission member 53 side.
The driven rotation member 264 and the output gear portion 265 are connected by an output side torque cam 268 (pressure adjusting cam mechanism) provided between the driven rotation member 264 and the output gear portion 265, and rotate integrally. The driven rotation member 264 is always pressed against the drive side transmission member 53 side by the disc spring 274.

In the output gear portion 265, a facing surface 265B facing the axial end surface 270A of the disc portion 270 is formed continuously to the step portion 265A.
The output side torque cam 268 is configured such that a ball 233 is sandwiched between a cam groove 231 provided on the end surface 270A and a cam groove 232 provided on the facing surface 265B. The cam groove 231 is an R groove, and the cam groove 232 is a V-shaped groove. When torque acts on the output-side torque cam 268, an axial thrust F2 is generated according to the magnitude of this torque.

  In the second embodiment, the drive-side transmission member 53 and the output-side torque cam 268 provided on the drive-side transmission member 53 and the driven-side transmission member 254, respectively, have a substantially equal radius of rotation. Since it is arranged in the vicinity of the shaft support portion of the driven-side transmission member 254, both torque cams 63 and 268 act substantially equally on the same rotational radius in the vicinity of the shaft support portion with respect to torque fluctuation. As a result, the influence of centrifugal force on the operation of both torque cams 63 and 268 is reduced, and an appropriate cam thrust can be generated with respect to torque fluctuations accompanying acceleration / deceleration of the vehicle. The frictional force between the driven side transmission member 254 and the planetary rotation member 55 becomes appropriate, and the transmission efficiency of the continuously variable transmission 50 can be improved.

23 Casing 50 Continuously variable transmission (Vehicle continuously variable transmission)
51 Transmission shaft (rotary shaft)
53 Drive-side transmission member (drive face)
54,254 Driven side transmission member (driven face)
55 Planetary rotating member 57 Planetary support shaft 63 Input side torque cam (pressure regulating cam mechanism)
68,268 Output-side torque cam (pressure-regulating cam mechanism)
77 First carrier half (support shaft holder)

Claims (6)

A casing (23) having a drive face (53) and a driven face (54, 254) rotatably supported with respect to the drive face (53), and supporting the rotating shaft (51) between the two faces. In a continuously variable transmission for a vehicle, a planetary support shaft (57) provided so as to be non-rotatable and movable in the axial direction is provided with a planetary rotating member (55) for transmitting power between the two faces.
A pressure adjusting cam mechanism (63, 68, 268) is provided on the rotating shaft (51) to change the rotational force into an axial displacement and add a frictional force between the two faces and the planetary rotating member (55). A continuously variable transmission for a vehicle, wherein the planetary support shaft (57) is inclined at an acute angle of less than 45 ° to 30 ° with respect to the rotation shaft (51). A casing (23) having a drive face (53) and a driven face (54, 254) rotatably supported with respect to the drive face (53), and supporting the rotating shaft (51) between the two faces. In a continuously variable transmission for a vehicle, a planetary support shaft (57) provided so as to be non-rotatable and movable in the axial direction is provided with a planetary rotating member (55) for transmitting power between the two faces.
A pressure adjusting cam mechanism (63, 68, 268) is provided on the rotating shaft (51) to change the rotational force into an axial displacement and add a frictional force between the two faces and the planetary rotating member (55). A continuously variable transmission for a vehicle, wherein the planetary support shaft (57) is inclined at an acute angle of 30 ° to 41 ° with respect to the rotation shaft (51).   The pressure adjusting cam mechanism (63, 68, 268) is provided on both sides of the planetary rotating member (55) so as to press the faces (53, 54, 254) against the planetary rotating member (55). The continuously variable transmission for a vehicle according to claim 1 or 2.   4. The planetary support shaft (57) is supported on a single rotating shaft (51) and is prevented from rotating with respect to the casing (23). Continuously variable transmission for vehicles.   The continuously variable transmission for a vehicle according to any one of claims 1 to 4, wherein the planetary support shaft (57) is supported by a support mechanism (77) through a gap fitting adjustment mechanism. Machine.   The continuously variable transmission for a vehicle according to any one of claims 1 to 5, wherein a plurality of the planetary rotating members (55) are arranged at equal intervals in the circumferential direction.

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