Continuous speed variation gear transmission device for vehicle

Abstract

To provide a continuous speed variation gear transmission device for a vehicle enabling smoothly restarting of the vehicle from temporary stopping.SOLUTION: In a continuous speed variation gear transmission device for a vehicle arranged on a main shaft and a sub shaft of a vehicle, a guide groove 32 constituting cam means has: a low-speed end 32A in contact with an engagement pin 33 when a transmitted torque is highest; a high-speed end 32B in contact with the engagement pin 33 when the transmitted torque is lowest; an acceleration peripheral edge 321 extending from the low-speed end 32A to the high-speed end 32B so as to be in contact with the engagement pin 33 when the vehicle is accelerated; and a deceleration peripheral edge 322 extending from the low-speed end 32A to the high-speed end 32B on an opposite side of the acceleration peripheral edge 321 and being in contact with the engagement pin 33 when the vehicle is decelerated. A power transmission trajectory in the guide groove 32 of the engagement pin 33 is different between when the vehicle is accelerated and when the vehicle is decelerated.SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present invention relates to a transmission device for a vehicle, and more particularly to a continuously variable transmission device for a vehicle. [Background technology]

[0002] 1 and 2, in one example of a conventional continuously variable transmission (CVT) for a vehicle shown in Patent Document 1, a sub-shaft mechanism 1 is configured having a torque cam 11, clutch means 12, and planar rotation means 13. A plurality of engagement pins 131 are arranged on this planar rotation means 13, and guide grooves 111 are arranged on the torque cam 11 to respectively receive the engagement pins 131. With this configuration, when a belt (not shown) drives the sub-shaft in accordance with the rotation of the main shaft (not shown), changing the winding radius of the belt attached to the sub-shaft enables a continuously variable transmission that changes the transmittable torque.

[0003] 2 and 3, the guide groove 111 formed in the torque cam 11 is divided into a high speed area 113 and a low speed area 114, and the engagement pin 131 relatively moves within the guide groove 111 so as to move between the high speed area 113 and the low speed area 114 in accordance with the acceleration or deceleration of the vehicle. At this time, the curves of the locus of the relative movement of the engagement pin 131 with respect to the guide groove 111 when the vehicle accelerates and decelerates are consistent.

[0004] Furthermore, in vehicles where fuel economy is important, the shape of the guide groove 111 formed in the torque cam 11 is set so that the trajectory of the relative movement of the engagement pin 131 with respect to the guide groove 111 is curved more sharply. However, while this leads to energy savings, it also means that the engagement pin 131 cannot move quickly relative to the guide groove 111. As a result, when the vehicle starts again from a temporary stop, the return of the engagement pin 131 is delayed, and the vehicle starts while remaining in the medium speed area, which can take a long time to start.

[0005] Therefore, it can be said that there is still room for improvement. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Taiwan Patent Application Publication No. 201118276A Summary of the Invention [Problem to be solved by the invention]

[0007] SUMMARY OF THE PRESENT EMBODIMENTS An object of the present invention is to provide a continuously variable transmission device for a vehicle that overcomes the above problems. [Means for solving the problem]

[0008] In order to achieve the above object, the present invention provides a continuously variable transmission device for a vehicle that is disposed on a main shaft and a sub shaft of the vehicle, comprising: a main belt wheel means disposed on the main shaft; and a sub-belt wheel means disposed on the sub-shaft. a belt attached to link the main belt wheel means and the sub belt wheel means, The sub-belt wheel means is a sub-fixed wheel attached to the sub-shaft so as to be rotatable but not move relative to the sub-shaft along an axial direction along an extension direction of the sub-shaft, the sub-fixed wheel having an inner sleeve; a sub movable wheel attached to the inner sleeve so as to be movable along the axial direction and rotatable so as to have an outer sleeve that converts a torque transmitted from the main belt wheel means to the sub belt wheel means by changing a relative position with respect to the inner sleeve; a cam means having at least one engaging pin that is disposed in at least one guide groove formed in one of the inner sleeve and the outer sleeve, and in the other of the inner sleeve and the outer sleeve where the guide groove is not formed, and that is fitted into the guide groove and operates in correspondence with the guide groove to adjust the relative position of the inner sleeve and the outer sleeve to control the torque transmitted from the main belt wheel means to the sub belt wheel means, The guide groove has a low-speed end which contacts the engagement pin when the torque transmitted from the main belt wheel means to the sub-belt wheel means is strongest, and a high-speed end which contacts the engagement pin when the torque transmitted from the main belt wheel means to the sub-belt wheel means is weakest, an acceleration peripheral portion extending from the low-speed end to the high-speed end and contacting the engagement pin when the vehicle accelerates, and a deceleration peripheral portion extending from the low-speed end to the high-speed end on the opposite side of the acceleration peripheral portion and contacting the engagement pin when the vehicle decelerates, wherein the engagement pin moves in the guide groove along an acceleration transmission locus while contacting the acceleration peripheral portion, and when the vehicle decelerates, the engagement pin moves in the guide groove along a deceleration transmission locus different from the acceleration transmission locus while contacting the deceleration peripheral portion.

[0009] In some embodiments of the present invention, the speed reduction periphery has a first speed reduction periphery at the high speed end and a second speed reduction periphery at the low speed end, and the shapes of the first speed reduction periphery and the second speed reduction periphery are When the vehicle decelerates, the engagement pin is configured so that, as it moves from the high speed end to the low speed end while contacting the reduction periphery, a first deceleration angle formed with the axial direction of the reduction transmission locus when it contacts the first reduction periphery is larger than a second deceleration angle formed with the axial direction of the reduction transmission locus when it contacts the second reduction periphery.

[0010] In some embodiments of the present invention, the shapes of the acceleration peripheral portion and the first deceleration peripheral portion in the guide groove are formed so that when the vehicle accelerates, the acceleration transmission locus along which the engagement pin moves while in contact with the acceleration peripheral portion extends straight, and the acceleration angle formed by the engagement pin and the axial direction is the same as or greater than the first deceleration angle.

[0011] In some embodiments of the present invention, the shapes of the acceleration periphery, the first deceleration periphery and the second deceleration periphery in the guide groove are formed such that the acceleration angle and the first deceleration angle are all within a range of 45 to 70 degrees, and the second deceleration angle is within a range of 0 to 45 degrees.

[0012] In some embodiments of the invention, the acceleration perimeter comprises a first acceleration perimeter at the low speed end and a second acceleration perimeter at the high speed end, The shapes of the first acceleration periphery and the second acceleration periphery are formed so that, when the vehicle starts, a first acceleration angle formed with the axial direction of the acceleration transmission locus when the engagement pin contacts the first acceleration periphery while moving from the low speed end to the high speed end while contacting the acceleration periphery portion is larger than a second acceleration angle formed with the axial direction of the acceleration transmission locus when the engagement pin contacts the second acceleration periphery, and the deceleration periphery further has an intermediate deceleration periphery between the first deceleration periphery and the second deceleration periphery, and the shape of the intermediate deceleration periphery is formed so that, when the vehicle decelerates and the engagement pin moves from the high speed end side to the low speed end while contacting the deceleration periphery portion, an intermediate deceleration angle formed with the axial direction of the deceleration transmission locus when the engagement pin contacts the intermediate deceleration periphery is larger than the first deceleration angle.

[0013] In some embodiments of the present invention, the shapes of the first deceleration periphery, the second deceleration periphery and the intermediate deceleration periphery of the deceleration periphery are formed such that the second deceleration angle is smaller than the intermediate deceleration angle and the first deceleration angle.

[0014] In some embodiments of the present invention, the acceleration periphery and the deceleration periphery are formed so that the second acceleration angle and the first deceleration angle are the same, and the first acceleration angle is in the range of 45 to 70 degrees and the second deceleration angle is in the range of 0 to 45 degrees.

[0015] In some embodiments of the present invention, the low speed end of the guide groove includes a first low speed contact portion adjacent to the acceleration periphery and contacting the engagement pin immediately before the vehicle starts moving; a second low speed contact portion adjacent to the deceleration periphery and contacting the engagement pin when the vehicle has fully decelerated; and an intermediate portion interposed between the first low speed contact portion and the second low speed contact portion.

[0016] In some embodiments of the present invention, the intermediate portion is formed to be substantially perpendicular to the axial direction. Effect of the Invention

[0017] According to the present invention, the following effects can be obtained.

[0018] (1) Just before the vehicle comes to a stop, the engagement pin moves along a path determined by the second reduction edge, which has a beneficial effect on the return of the belt to speed. (2) It also reduces the possibility of the belt hitting the crankcase. (3) Furthermore, it is possible to use a low tension compression spring, thereby improving the efficiency and durability of the transmission. (4) Furthermore, from the viewpoint of fuel economy, when the throttle opening is small, the rotation speed at which the vehicle is driven can be reduced. (5) In addition, since the acceleration transmission locus and the deceleration transmission locus are different, the vehicle can restart from a temporary stop smoothly. [Brief description of the drawings]

[0019] [Figure 1] FIG. 11 is an exploded perspective view showing an example of the configuration of a sub-shaft mechanism in a conventional vehicle continuously variable transmission mechanism. [Diagram 2] FIG. 2 is a perspective view showing a configuration of a torque cam included in a sub-shaft mechanism in the conventional vehicle continuously variable transmission mechanism. [Diagram 3] 3 is an explanatory diagram showing the shape of a guide groove formed in the torque cam shown in FIG. 2. [Figure 4] 1 is an explanatory diagram showing a state in which a first embodiment of a continuously variable transmission device for a vehicle of the present invention corresponds to an engine at idling; [Diagram 5] 1 is a cross-sectional view showing a state in which a first embodiment of a continuously variable transmission device for a vehicle of the present invention corresponds to an engine traveling at maximum speed. [Figure 6] FIG. 2 is an explanatory diagram showing the configuration of a sub-belt wheel means of the first embodiment. [Figure 7] 4 is a partially enlarged explanatory view showing a sub movable wheel and a plurality of guide grooves of the sub belt wheel means. FIG. [Figure 8] FIG. 2 is an explanatory development view showing the configuration of a cam means provided in the first embodiment. [Figure 9] FIG. 2 is an explanatory view showing the configuration of a guide groove in the first embodiment. [Figure 10] 11 is an explanatory diagram showing a modified example of a guide groove in the first embodiment. FIG. [Figure 11] 5 is an explanatory diagram showing the configuration of a guide groove of a second embodiment of a vehicle continuously variable transmission device of the present invention; FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] Hereinafter, each embodiment of the present invention will be described in detail with reference to the drawings, but it should be understood that in different embodiments, components that perform equivalent roles may be given the same reference numerals even if the structures are not identical. In addition, in the following description, terms such as "upper" and "lower" are used based on the drawings, but these are used for the convenience of explanation to make it easier to understand, and it should be understood that they do not limit the implementation method or the scope of the rights of the present invention.

[0021] A first embodiment of a continuously variable transmission device for a vehicle of the present invention is shown in Figures 4 to 8. As shown in the figures, the first embodiment is arranged on a main shaft 8 and a sub-shaft 9 of a vehicle, and includes a main belt wheel means 2 arranged on the main shaft 8, a sub-belt wheel means 3 arranged on the sub-shaft 9, and a belt 4 stretched so as to link the main belt wheel means 2 and the sub-belt wheel means 3.

[0022] As shown in Fig. 6, the sub belt wheel means 3 has a sub fixed wheel 30, a sub movable wheel 31, a compression spring 34, and a cam means. In this first embodiment, the sub fixed wheel 30 is attached to the sub shaft 9 so as to be rotatable with respect to the sub shaft 9 along an axial direction A (Fig. 8) along the extension direction of the sub shaft 9 but not to be movable relative thereto, and has an inner sleeve 301 (Fig. 6). The sub movable wheel 31 is attached to the inner sleeve 301 so as to be movable and rotatable along the axial direction A so as to have an outer sleeve 311 which converts the torque transmitted from the main belt wheel means 2 to the sub belt wheel means 3 by changing the relative position with the inner sleeve 301 along the axial direction A.

[0023] 6 and 7, the cam means in the first embodiment is used to move the sub movable wheel 31 along a predetermined path, and has a plurality of guide grooves 32 formed in the outer sleeve 311, and a plurality of engagement pins 33 formed in the inner sleeve 301, which are fitted into the guide grooves 32 and operate in response to the guide grooves 32 to adjust the relative positions of the inner sleeve 301 and the outer sleeve 311, thereby controlling the torque transmitted from the main belt wheel means 2 to the sub belt wheel means 3. In addition, the present invention can also adopt a configuration in which the guide grooves 32 are formed in the inner sleeve 301, and the engagement pins 33 are formed in the outer sleeve 311.

[0024] As shown in Figures 4, 5, 6 and 8, each guide groove 32 in the first embodiment is formed as follows: That is, the guide groove 32 has a low-speed end 32A that contacts the engagement pin 33 when the torque transmitted from the main belt wheel means 2 to the sub-belt wheel means 3 is strongest, a high-speed end 32B that contacts the engagement pin 33 when the torque transmitted from the main belt wheel means 2 to the sub-belt wheel means 3 is weakest, an acceleration peripheral portion 321 that extends from the low-speed end 32A to the high-speed end 32B and contacts the engagement pin 33 when the vehicle accelerates, and a deceleration peripheral portion 322 that extends from the low-speed end 32A to the high-speed end 32B on the opposite side to the acceleration peripheral portion 321 and contacts the engagement pin 33 when the vehicle decelerates. When the vehicle accelerates, the engagement pin 33 moves within the guide groove 32 along an acceleration transmission locus while contacting the acceleration peripheral portion 321, and when the vehicle decelerates, the engagement pin 33 moves within the guide groove 32 along a deceleration transmission locus that is different from the acceleration transmission locus while contacting the deceleration peripheral portion 322.

[0025] Particularly, in this embodiment, as shown in Figures 8 and 9, the reduction periphery 322 has a first reduction periphery 3222 on the high speed end 32B side and a second reduction periphery 3221 on the low speed end 32A side. The shapes of the first reduction periphery 3222 and the second reduction periphery 3221 are formed so that, when the vehicle decelerates, the engagement pin 33 moves from the high speed end 32B side to the low speed end 32A while contacting the reduction periphery 322, and a first reduction angle α1 (Figure 8) formed with the axial direction A of the reduction transmission locus when the engagement pin 33 contacts the first reduction periphery 3222 is larger than a second reduction angle α2 (Figure 9) formed with the axial direction A of the reduction transmission locus when the engagement pin 33 contacts the second reduction periphery 3221.

[0026] In addition, the shapes of the acceleration periphery 321 and the first deceleration periphery 3222 in the guide groove 32 are formed so that when the vehicle accelerates, the acceleration transmission locus along which the engagement pin 33 moves while in contact with the acceleration periphery 321 extends straight, and the acceleration angle θ formed with the axial direction A of the engagement pin 33 is the same as or greater than the first deceleration angle α1. The shapes of the acceleration periphery 321, the first deceleration periphery 3222, and the second deceleration periphery 3221 in the guide groove 32 are formed so that the acceleration angle θ and the first deceleration angle α1 are all within the range of 45 to 70 degrees (e.g., 60 degrees), and the second deceleration angle α2 is within the range of 0 to 45 degrees (e.g., 20 degrees).

[0027] As shown in Figures 6 and 9, in this first embodiment, the guide groove 32 has, in addition to the first deceleration periphery 3222 and the second deceleration periphery 3221 formed on the deceleration periphery 322, a first low speed contact portion 32A1 at the low speed end 32A that is adjacent to the acceleration periphery 321 and comes into contact with the engagement pin 33 just before the vehicle starts, a second low speed contact portion 32A2 that is adjacent to the deceleration periphery 322 and comes into contact with the engagement pin 33 when the vehicle has fully decelerated, and an intermediate portion 32A3 interposed between the first low speed contact portion 32A1 and the second low speed contact portion 32A2. Since the intermediate portion 32A3 is formed so as to be approximately perpendicular to the axial direction A, the position of the sub-shaft 9 in the axial direction A when the engagement pin 33 contacts the first low speed contact portion 32A1 is approximately the same as the position of the sub-shaft 9 in the axial direction A when it contacts the second low speed contact portion 32A2.

[0028] As shown in Figures 6 and 10, in a variation of this first embodiment, the guide groove 32 is formed so that the position of the engagement pin 33 in the radial direction R of the sub-shaft 9 when it contacts the first low speed contact portion 32A1 approximately coincides with the position of the engagement pin 33 in the radial direction R of the sub-shaft 9 when it contacts the second low speed contact portion 32A2.

[0029] 11, in the second embodiment of the continuously variable transmission device for vehicles of the present invention, the acceleration periphery 321 has a first acceleration periphery 3211 on the low speed end 32A side and a second acceleration periphery 3212 on the high speed end 32B side. The shapes of the first acceleration periphery 3211 and the second acceleration periphery 3212 are formed so that when the engagement pin 33 moves from the low speed end 32A to the high speed end 32B while contacting the acceleration periphery 321 when the vehicle starts, a first acceleration angle β1 formed with the axial direction A of the acceleration transmission locus when the engagement pin 33 contacts the first acceleration periphery 3211 is larger than a second acceleration angle β2 formed with the axial direction A of the acceleration transmission locus when the engagement pin 33 contacts the second acceleration periphery 3212. The reduction periphery 322 further has an intermediate reduction periphery 3223 located between the first reduction periphery 3222 and the second reduction periphery 3221. The intermediate reduction periphery 3223 is shaped so that when the vehicle decelerates and the engagement pin 33 moves from the high speed end 32B side to the low speed end 32A while contacting the reduction periphery 322, an intermediate reduction angle α3 formed with the axial direction A of the reduction transmission locus when the engagement pin 33 contacts the intermediate reduction periphery 3223 becomes larger than the first reduction angle α1.

[0030] In this second embodiment, the acceleration periphery 321 and the deceleration periphery 322 are formed so that the second acceleration angle β2 and the first deceleration angle α1 are the same, and the first acceleration angle β1 is within a range of 45 to 70 degrees (e.g., 60 degrees) and the second deceleration angle α2 is within a range of 0 to 45 degrees (e.g., 20 degrees).

[0031] In addition, the intermediate deceleration periphery 3223 may be formed so that the intermediate deceleration angle α3 is, for example, 60 degrees, and the first deceleration periphery 3222 of the deceleration periphery portion 322 may be formed so that the first deceleration angle α1 is, for example, 50 degrees.

[0032] In addition, the first deceleration periphery 3222 and the intermediate deceleration periphery 3223 of the deceleration periphery portion 322 in the second embodiment can be formed so that the intermediate deceleration angle α3 and the first deceleration angle α1 are the same, that is, the first deceleration periphery 3222 and the intermediate deceleration periphery 3223 are formed so as to be continuous in a straight line. In this case, the intermediate deceleration angle α3 and the first deceleration angle α1 can be set to, for example, 50 degrees.

[0033] In summary, the continuously variable transmission device for a vehicle according to the present invention has at least the following advantages according to the embodiment.

[0034] (1) First, just before the vehicle comes to a stop, the engagement pin 33 moves along a path determined by the second deceleration periphery 3221, which has a beneficial effect on the return of the belt 4 to its original speed. (2) It also reduces the possibility that belt 4 will hit the crankcase. Additionally, a low tension compression spring 34 may be used to increase the efficiency and durability of the transmission. (3) Furthermore, from the viewpoint of fuel economy, when the throttle opening is small, the rotation speed at which the vehicle is driven can be reduced. (4) In addition, since the acceleration transmission locus and the deceleration transmission locus are different, the vehicle can restart from a temporary stop smoothly.

[0035] As described above, the most preferred embodiment of the present invention has been described. The present invention is not limited to the above description, and various modifications and changes can be made by those skilled in the art based on the gist of the invention described in the claims or disclosed in the specification, and it goes without saying that such modifications and changes are included in the scope of the present invention. [Explanation of symbols]

[0036] 2 Main Belt Wheel Means 3 Sub-belt wheel means 30 Sub-fixed wheel 301 Inner Sleeve 31 Sub movable wheel 311 Outer sleeve 32 Guide groove 32A low speed end 32B High speed end 321 Acceleration Edge 3211 First Acceleration Edge 3212 Second Acceleration Edge 322 Deceleration periphery 3221 Second deceleration edge 3222 First deceleration edge 3223 Intermediate deceleration periphery 32A1 First low speed contact 32A2 Second low speed contact 32A3 Middle part 33 Engagement pin 34 Compression spring 4 Belt 8 Main shaft 9 Sub-shaft A axis direction R Radial direction θ acceleration angle α1 First deceleration angle α2 Second deceleration angle α3 Medium deceleration angle β1 First acceleration angle β2 Second acceleration angle

Claims

1. A continuously variable transmission device for a vehicle that is disposed on a main shaft and a sub shaft of the vehicle, a main belt wheel means disposed on the main shaft; and a sub-belt wheel means disposed on the sub-shaft. a belt attached to link the main belt wheel means and the sub belt wheel means, The sub-belt wheel means is a sub-fixed wheel attached to the sub-shaft so as to be rotatable but not move relative to the sub-shaft along an axial direction along an extension direction of the sub-shaft, the sub-fixed wheel having an inner sleeve; a sub movable wheel attached to the inner sleeve so as to be movable along the axial direction and rotatable so as to have an outer sleeve that converts a torque transmitted from the main belt wheel means to the sub belt wheel means by changing a relative position with respect to the inner sleeve; a cam means having at least one engaging pin that is disposed in at least one guide groove formed in one of the inner sleeve and the outer sleeve and in the other of the inner sleeve and the outer sleeve where the guide groove is not formed, and that is fitted into the guide groove and operates in correspondence with the guide groove to adjust the relative position of the inner sleeve and the outer sleeve to control the torque transmitted from the main belt wheel means to the sub belt wheel means, The guide groove is a low speed end that contacts the engagement pin when a torque transmitted from the main belt wheel means to the sub belt wheel means is strongest; a high speed end that contacts the engagement pin when a torque transmitted from the main belt wheel means to the sub belt wheel means is the weakest; an acceleration periphery extending from the low speed end to the high speed end and contacting the engagement pin when the vehicle accelerates; a deceleration periphery extending from the low speed end to the high speed end on an opposite side of the acceleration periphery and contacting the engagement pin when the vehicle decelerates; When the vehicle accelerates, the engagement pin moves in the guide groove along an acceleration transmission locus while contacting the acceleration peripheral portion, A continuously variable transmission device for a vehicle, configured so that when the vehicle decelerates, the engagement pin moves within the guide groove along a deceleration transmission locus different from the acceleration transmission locus while contacting the deceleration peripheral portion.

2. the speed reduction periphery has a first speed reduction periphery on the high speed end side and a second speed reduction periphery on the low speed end side, 2. The continuously variable transmission device for a vehicle according to claim 1, wherein the shapes of the first reduction periphery and the second reduction periphery are formed such that, when the engagement pin moves from the high speed end side to the low speed end while contacting the reduction periphery, a first reduction angle formed with the axial direction of the reduction transmission locus when the engagement pin contacts the first reduction periphery is larger than a second reduction angle formed with the axial direction of the reduction transmission locus when the engagement pin contacts the second reduction periphery.

3. 3. The continuously variable transmission device for a vehicle according to claim 2, wherein the shapes of the acceleration periphery and the first deceleration periphery in the guide groove are formed such that, when the vehicle accelerates, the acceleration transmission locus along which the engagement pin moves while contacting the acceleration periphery extends straight, and the acceleration angle formed by the engagement pin and the axial direction is the same as or greater than the first deceleration angle.

4. The shapes of the acceleration periphery, the first deceleration periphery, and the second deceleration periphery in the guide groove are 4. The continuously variable transmission device for a vehicle according to claim 3, wherein the acceleration angle and the first deceleration angle are both within a range of 45 to 70 degrees, and the second deceleration angle is within a range of 0 to 45 degrees.

5. the acceleration periphery has a first acceleration periphery on the low speed end side and a second acceleration periphery on the high speed end side, The shape of the first acceleration periphery and the second acceleration periphery is When the vehicle starts, during the course of the engagement pin moving from the low speed end to the high speed end while contacting the acceleration periphery, a first acceleration angle formed with the axial direction of the acceleration transmission locus when the engagement pin contacts the first acceleration periphery is larger than a second acceleration angle formed with the axial direction of the acceleration transmission locus when the engagement pin contacts the second acceleration periphery, the speed reduction periphery further comprises an intermediate speed reduction periphery between the first speed reduction periphery and the second speed reduction periphery; The shape of the intermediate reduction gear periphery is 3. The continuously variable transmission device for a vehicle according to claim 2, wherein, as the vehicle decelerates and the engagement pin moves from the high speed end side to the low speed end while contacting the reduction periphery, an intermediate reduction angle formed by the reduction transmission locus with the axial direction when the engagement pin contacts the intermediate reduction periphery is larger than the first reduction angle.

6. 6. The continuously variable transmission device for a vehicle according to claim 5, wherein the shapes of the first reduction periphery, the second reduction periphery, and the intermediate reduction periphery of the reduction periphery are formed such that the second reduction angle is smaller than the intermediate reduction angle and the first reduction angle.

7. 6. The continuously variable transmission device for a vehicle according to claim 5, wherein the acceleration peripheral portion and the deceleration peripheral portion are formed so that the second acceleration angle and the first deceleration angle are the same, and the first acceleration angle is within a range of 45 to 70 degrees, and the second deceleration angle is within a range of 0 to 45 degrees.

8. The low speed end of the guide groove is a first low speed contact portion adjacent to the acceleration periphery and contacting the engagement pin immediately before the vehicle starts moving; a second low speed contact portion adjacent to the deceleration periphery and contacting the engagement pin when the vehicle has fully decelerated; 2. The continuously variable transmission device for a vehicle according to claim 1, further comprising an intermediate portion interposed between the first low speed contact portion and the second low speed contact portion.

9. The continuously variable transmission device for a vehicle according to claim 8 , wherein the intermediate portion is formed so as to be substantially perpendicular to the axial direction.

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