JP2007170611A - Vehicular toroidal continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a toroidal continuously variable transmission where responsiveness to a torque shift compensation amount is properly set to suppress the deviation of a gear ratio due to torque shift even when an accelerator pedal is footed during up-shift in the direction of releasing engine torque. <P>SOLUTION: Torque shift compensation input torque is calculated by using a filter having a filter time constant T for applying delay treatment to engine torque, a torque shift compensation amount for compensating for the deviation of a gear ratio due to torque shift is calculated in accordance with the torque shift compensation input torque, and a gear ratio command value is calculated by correcting a target gear ratio with the torque shift compensation amount, to control a shift actuator in accordance with the gear ratio command value. At this time, the time constant T of the filter is changed in accordance with a reached gear ratio (a gear ratio to be finally reached), a deviation equivalent value as a value corresponding to the deviation of a target gear ratio (a transient target value for a gear ratio to make an actual gear ratio follow the reached gear ratio in predetermined transient response) and a throttle opening (S5-S8). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to shift control of a toroidal-type continuously variable transmission mounted on a vehicle, and more particularly to a technique for compensating for the torque shift.

  In a toroidal-type continuously variable transmission, the engine torque is delayed with a predetermined time constant in order to compensate for a torque shift in which the actual gear ratio shifts to the low speed side (large gear ratio side, low side) with respect to the target gear ratio. A torque shift compensation amount is set based on the torque shift compensation input torque generated by performing the filter processing, and the target gear ratio is corrected to the high speed side by adding this to the target gear ratio.

Further, the toroidal continuously variable transmission described in Patent Document 1 pays attention to the fact that the speed of torque shift is faster during downshifting than during upshifting, and generates the torque shift compensation input torque. The time constant of the delay filter processing used in the above is set so that the time constant at the time of upshift is larger than that at the time of downshift, thereby improving the followability of the torque shift compensation amount at the time of downshift.
Japanese Patent Application No. 2002-106706

  When an upshift due to the accelerator pedal being returned and the engine torque decreasing (hereinafter referred to as “upshift in the direction in which the engine torque is released”) is performed, because of the upshift, the time constant of the delay filter processing according to the above control. Is set to a large value. As a result, the responsiveness of the torque shift compensation amount is reduced, and the actual gear ratio is delayed with respect to the target gear ratio at the beginning of the shift. However, if the actual gear ratio catches up with the target gear ratio at a certain point, the feedback amount becomes excessive. As shown in FIG. 7, there arises a problem that the amount by which the actual gear ratio undershoots to the low speed side becomes larger than the target gear ratio.

  Therefore, the deviation between the target gear ratio and the actual gear ratio (hereinafter referred to as “target gear ratio deviation”) is determined, and when the target gear ratio deviation becomes smaller, the filter time constant is changed to a smaller value to determine the torque shift correction amount. It is conceivable to suppress the undershoot by improving the followability.

  However, in this method, even when the accelerator pedal is depressed and the engine torque increases in a situation where the target gear ratio deviation is large as in the initial stage of gear shifting, the filter time constant remains large, so torque shift compensation The change in the amount is delayed, and the actual speed ratio is shifted to the low speed side due to the torque shift with respect to the target speed ratio. Thereafter, the torque shift compensation amount changes with a delay, but at the time when the torque shift compensation amount changes, feedback correction for reducing the target gear ratio deviation is also performed, so that the actual gear ratio suddenly increases toward the high speed side. There is a possibility that a shock will occur.

  The present invention has been made in view of such a technical problem, and even if the accelerator pedal is depressed when an upshift is performed in a direction in which the engine torque is released, the torque shift compensation amount can be reduced. The purpose is to appropriately set the responsiveness and suppress the shift of the gear ratio due to the torque shift.

  In the toroidal continuously variable transmission according to the present invention, the engine torque is delayed by a filter having a predetermined filter time constant to calculate the torque shift compensation input torque, and the torque based on the torque shift compensation input torque is calculated. A torque shift compensation amount, which is a gear ratio correction amount that compensates for a gear ratio deviation due to a shift, is calculated, a gear ratio command value is calculated by correcting the target gear ratio with the torque shift compensation amount, and a gear shift is performed based on the gear ratio command value. Control the actuator.

  At this time, the time constant of the filter is changed so that the speed change ratio for achieving the ultimate speed ratio (the speed ratio that should be finally reached) and the target speed ratio (the actual speed ratio until the arrival speed ratio is changed with a predetermined transient response). The target value is changed based on the deviation equivalent value which is a value corresponding to the deviation of the target value) and the throttle opening.

  By changing the filter time constant in consideration of not only the deviation equivalent value but also the throttle opening, even if the deviation equivalent value is large due to an upshift in the direction of engine torque loss, the throttle opening If an increase in input torque is detected from the degree, the time constant of the filter can be changed to increase the response of the torque shift compensation amount, so that a shift in the gear ratio due to torque shift can be effectively suppressed.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the expression “low speed side” and “high speed side” are used in the description of the transmission speed and gear ratio, but “low speed side” is the gear ratio large side or low side, and “high speed side”. Means a low gear ratio side or a high side.

  1 and 2 show the configuration of a toroidal continuously variable transmission to which the present invention is applied. FIG. 1 is a longitudinal sectional view of the transmission. FIG. 2 is a transverse section of the transmission and a control device for the transmission. Yes.

  The input shaft 20 to which the rotation of the engine is transmitted from the right side in the figure is rotatably supported at the end far from the engine in the transmission case 21 via the bearing 22, and the center in the intermediate wall 23 of the transmission case 21. Are supported rotatably via a bearing 24 and a hollow output shaft 25.

  The input disk 1 is supported on the input shaft 20, and the output disk 2 is supported on the hollow output shaft 25. The input disk 1 is engaged with the input shaft 20 so as to be displaceable in the axial direction and not to be relatively rotatable. The output disk 2 is connected to the output shaft 25 and rotates integrally with the output shaft 25. The input / output disks 1 and 2 are coaxially arranged so that their toroidal curved surfaces 1a and 2a face each other, and the input shaft 20 is sandwiched between the toroidal curved surfaces 1a and 2a of the input / output disks 1 and 2 facing each other. A pair of power rollers 3, 3 arranged on both sides is arranged.

  A loading nut 26 is screwed into the bearing 22 side end of the input shaft 20. A loading cam 28 is disposed between a cam disk 27 that is prevented from being detached by the loading nut 26 and is rotationally engaged on the input shaft 20, and an end face far from the toroidal curved surface 1 a of the input disk 1. , The rotation of the cam disk 27 is transmitted to the input disk 1.

  The rotation of the input disk 1 is transmitted to the output disk 2 through the rotation of both power rollers 3 and 3. At this time, the loading cam 28 generates a thrust force proportional to the transmission torque, and narrows the power rollers 3 and 3 between the input / output disks 1 and 2 to enable the power transmission. An output gear 29 is fitted on the output shaft 25 so as to rotate integrally. The power transmitted to the output disk 2 is output to the drive shaft of the vehicle via the output shaft 25 and the output gear 29.

  The output shaft 25 is rotatably supported in an end cover 31 of the transmission case 21 via a radial thrust bearing 30, and the input shaft 20 is separately provided in the end cover 31 via a radial thrust bearing 32. Is also supported rotatably. The radial thrust bearings 30 and 32 are abutted so as not to approach each other via the spacer 33, and are axial lines with respect to the corresponding output gear 29 and input shaft 20 so as not to be relatively displaceable in directions away from each other. Abutting in the direction. With such a configuration, the thrust force acting between the input / output disks 1 and 2 by the loading cam 28 becomes an internal force sandwiching the spacer 33 and does not act on the transmission case 21.

  As shown in FIG. 2, the power rollers 3 and 3 are rotatably supported by trunnions 41 and 41, and the trunnions 41 and 41 are rotated at both ends of the upper link 43 by spherical joints 42, respectively. The lower end is connected to both ends of the lower link 45 by a spherical joint 44 so as to be freely rotatable and swingable.

  The upper link 43 and the lower link 45 are supported at the center by the spherical joints 46 and 47 so that the transmission case 21 can swing in the vertical direction, and the trunnions 41 and 41 are moved up and down in synchronization with each other. . The toroidal continuously variable transmission shifts the two trunnions 41 and 41 by moving them up and down in synchronization with each other in the opposite direction. This will be further described with reference to FIG.

  Each trunnion 41, 41 is provided with pistons 6, 6 for individually moving these trunnions in the vertical direction. Upper piston chambers 51, 52 and lower piston chambers 53 are provided on both sides of both pistons 6, 6, respectively. , 54 are defined. In order to control the strokes of the pistons 6 in opposite directions, a shift control valve 5 is installed.

  The shift control valve 5 has a spool-type inner valve body 5a and a sleeve-type outer valve body 5b slidably fitted to each other, and the outer valve body 5b is slidably fitted to the valve case 5c. Consists of. The shift control valve 5 has an input port 5d connected to the pressure source 55, one communication port 5e connected to the piston chambers 51 and 54, and the other communication port 5f connected to the piston chambers 52 and 53, respectively. Then, the inner valve body 5a is moved together with the cam surface of the recess cam 7 fixed to the lower end of one trunnion 41 via a bell crank type shift lever 8, and the outer valve body 5b is used as a stepping motor 4 as a speed change actuator. Are engaged in a rack and pinion manner.

  An operation command for the speed change control valve 5 is given as a stroke to the outer valve body 5b through the rack and pinion from the step motor 4 that responds to the drive position command Astep. By this operation command, when the outer valve body 5b of the shift control valve 5 is displaced from the neutral position relative to the inner valve body 5a, for example, to the position shown in FIG. Is supplied to the chambers 52 and 53, while the other chambers 51 and 54 are drained. When the outer valve body 5b of the shift control valve 5 is displaced in the reverse direction from the neutral position relative to the inner valve body 5a and the shift control valve 5 is opened, the fluid pressure from the pressure source 55 is changed to the chambers 51 and 54. While the other chambers 52 and 53 are drained, both trunnions 41 and 41 are displaced by fluid pressure via the pistons 6 and 6 in the corresponding up and down directions in the figure.

The power rollers 3 and 3 are offset in the vertical direction (offset amount y) from the illustrated position, and due to this offset, the power rollers 3 and 3 are swinging component forces from the input / output disks 1 and 2 and their own rotation axis O _1. And inclining (inclination angle φ) around the swing axis O ₃ that is perpendicular to the gears to perform continuously variable transmission.

  During the speed change, the recess cam 7 coupled to the lower end of one trunnion 41 changes the above-described vertical movement (offset amount y) and tilt angle φ of the trunnion 41 and the power roller 3 via the speed change link 8 of the speed change control valve 5. The inner valve body 5a is mechanically fed back as indicated by x.

When the gear ratio command value corresponding to the drive position command Step for the step motor 4 is achieved by the stepless speed change, the mechanical feedback via the recess cam 7 causes the inner valve body 5a of the speed change control valve 5 to move. The power rollers 3 and 3 are simultaneously returned to the illustrated position where the rotational axis O ₁ intersects the rotational axis O ₂ of the input / output disks 1 and 2 relative to the outer valve body 5b. By returning, the achievement state of the gear ratio command value is maintained.

  Since the purpose of the control is to set the power roller tilt angle φ to a value corresponding to the gear ratio command value, the press cam 7 basically needs to feed back only the power roller tilt angle φ. The reason why the power roller offset amount y is also fed back is to provide a damping effect that prevents the shift control from becoming oscillating and to avoid the hunting phenomenon of the shift control.

  A drive position command Astep to the step motor 4 is set by the controller 61. As shown in FIG. 2, the controller 61 detects a throttle opening sensor 62 that detects the throttle opening TVO of the engine, a vehicle speed sensor 63 that detects the vehicle speed VSP, and a rotational speed (input rotational speed) Ni of the input disk 1. The input rotational speed sensor 64 that detects the rotational speed (output rotational speed) No of the output disk 2, the oil temperature sensor 66 that detects the hydraulic oil temperature TMP of the transmission, and the line pressure from the hydraulic source 55 A line pressure sensor 67 for detecting the PL (normally, the line pressure PL is controlled by the controller 61 so that it is detected from an internal signal of the controller 61), an engine speed sensor 68 for detecting the engine speed Ne, and the position of the select lever. Inhibitor switch 60 to detect, U to detect a shift operation by the driver when manual mode is selected / AUTO switch mode in which the gear ratio is controlled according to the / DOWN switch 69, the throttle opening TVO and the vehicle speed VSP, and the actual gear ratio is changed stepwise corresponding to the target gear stage SftPOS changed by the UP / DOWN switch 69. A signal is input from each of the mode selection switches 70 for selecting one of the manual modes. The controller 61 sets a drive position command Asstep to the step motor 4 based on signals from these sensors and switches, and issues a drive command to the step motor 4.

  FIG. 3 is a block diagram showing the contents of the shift control performed by the controller 61. The shift control performed by the controller 61 will be described with reference to this.

The speed change ratio calculation unit B1 receives the select lever position detected by the inhibitor switch 60, the vehicle speed VSP detected by the vehicle speed sensor 63, and the throttle opening TVO detected by the throttle opening sensor 62. The arrival speed ratio calculation unit B1 selects a shift map corresponding to the travel range (D range, Ds, L range, etc.) selected by the select lever, and reaches the input rotational speed corresponding to the vehicle speed VSP and the throttle opening TVO. Ni ^* is obtained, and this is divided by the output rotational speed No detected by the output rotational speed sensor 65 to calculate the ultimate transmission gear ratio DRatio. The reaching speed ratio DRatio is a speed ratio that should finally reach the speed ratio of the transmission. FIG. 4 shows an example of the shift map.

  The target speed ratio calculation unit B2 calculates a target speed ratio Ratio0, which is a transient target value of the speed ratio for causing the actual speed ratio to follow the ultimate speed ratio DRatio with a desired transient response. Specifically, the target speed ratio Ratio0 is calculated by applying a delay process corresponding to a desired transient response to the final speed ratio DRatio.

  In the torque shift compensation input torque calculation unit B3, an engine torque Te obtained by referring to a predetermined engine torque map from the throttle opening TVO and the engine rotational speed Ne is converted into a first-order lag filter 1 / (T · s + 1). ), The torque shift compensation input torque TKTinTRQ used for calculating the torque shift compensation amount is calculated. The engine torque Te may be obtained from an engine controller (not shown).

  Here, the filter time constant T is calculated in the filter time constant determination unit B4. FIG. 5 shows the flow of the filter time constant determination process in the filter time constant determination unit B4.

  This will be described. First, in step S1, a gear ratio deviation Eip (= DRatio−Ratio), which is a deviation between the ultimate gear ratio DRatio and the target gear ratio Ratio, is calculated.

  Next, in step S2, it is determined whether or not shifting is in progress based on the gear ratio deviation Eip obtained in step S1. When the absolute value of the gear ratio deviation Eip is larger than a shift determination threshold value set near zero, it is determined that a shift is being performed.

  If it is determined that a shift is in progress, it is determined in step S3 whether the shift is an upshift or a downshift. This determination is made by determining the sign of the gear ratio deviation Eip obtained in step S1, and it can be determined that the shift is downshift when the sign is positive and upshift when the sign is negative.

  If it is determined that the shift is a downshift, the process proceeds to step S8, and a filter time constant T is set to T1 (first value, torque shift compensation amount) to be described later in order to cope with a torque shift during a downshift with a high generation speed. T2 (second value, high follow-up performance of torque shift compensation amount) smaller than (follow-up performance of 2) is set.

  On the other hand, if the shift is an upshift, the process proceeds to step S4, where the upshift is caused by the return of the accelerator pedal and a decrease in the engine torque input to the transmission (hereinafter referred to as "the direction in which the engine torque is released"). Upshift ”)). Whether or not the upshift is in a direction in which the engine torque is released is determined by determining whether or not the upshift is an upshift in response to a decrease in the previous throttle opening TVO. If it is an upshift in a direction in which the engine torque is released, the process proceeds to step S5, and if not, the process proceeds to step S7 and T1 is set to the filter time constant T.

  In step S5, a target input rotational speed deviation ABSENin (deviation equivalent value) obtained by multiplying the absolute value of the transmission gear ratio deviation Eip by the output rotational speed No is a predetermined threshold value DNinth (the first filter time constant change determination threshold). It is judged whether it is larger than a value (for example, 100 rpm). When it is larger than the threshold value DNinth, the process proceeds to step S6. Otherwise, the process proceeds to step S8, and T2 is set to the filter time constant T.

  In step S6, it is determined whether or not the throttle opening TVO is larger than a predetermined threshold value TVOth (second filter time constant change determination threshold value, for example, 2/8). When it is larger than the threshold value TVOth, the routine proceeds to step S8, where T2 is set to the filter time constant T. Otherwise, the process proceeds to step S7, where T1 is set to the filter time constant T.

  With the above processing, T1 or T2 (T1> T2) is set in the filter time constant T, and in the upshift in the direction in which the engine torque is released, the filter time constant T is set to the filter time constant T at the end of the shift where the target input rotational speed deviation ABSENin becomes small. T2 smaller than T1 is set. Even when the target input rotational speed deviation ABSENin is large as in the early stage of shifting, when the accelerator pedal is depressed, the filter time constant T is set to T2 instead of T1.

  Although not shown in the flowchart, the threshold values DNinth and TVOth are provided with hysteresis, thereby preventing the control from becoming unstable due to frequent changes in the judgments in steps S5 and S6. is doing.

  Returning to FIG. 3, the description of the shift control will be continued. The torque shift compensation amount calculation unit B5 refers to the torque shift compensation amount calculation map shown in FIG. 6 based on the target speed ratio Ratio0 and the torque shift compensation input torque TKTinTRQ. Thus, the torque shift compensation amount TSRTO is calculated.

  Since the torque shift compensation amount TSRTO corrects the gear ratio that shifts to the low speed side due to the torque shift, it takes a negative value so as to correct the target gear ratio Ratio0 to the high speed side. Further, since the torque shift increases as the gear ratio is on the low speed side and the torque input to the transmission increases, the torque shift compensation amount TSRTO has an absolute value and the target gear ratio Ratio0 is on the low speed side. Further, the torque shift compensation input torque TKTinTRQ is set so as to increase as it becomes larger.

  The gear ratio command value calculation unit B6 adds the torque shift compensation amount TSRTO to the target gear ratio Ratio0 to correct the target gear ratio Ratio0 to the high speed side, and calculates the corrected value as the gear ratio command value DSRRTO.

  The target step number calculation unit B7 calculates a target step number (drive position command) Astep corresponding to the transmission ratio command value DSRRO, outputs this to the step motor 4, and drives the step motor 4.

  Next, functions and effects obtained by performing the shift control will be described.

  In the toroidal continuously variable transmission according to the present invention, the ultimate transmission ratio DRatio, which is the transmission ratio that should be finally reached, is set based on the driving state of the vehicle including the throttle opening TVO (B1), and the actual transmission ratio is set. A target speed ratio Ratio0, which is a transient target value of the speed ratio for following the target speed ratio DRatio with a predetermined transient response, is set (B2). Further, a delay filter process having a predetermined time constant T is applied to the engine torque Te input to the transmission to calculate a torque shift compensation input torque TKTinTRQ (B3).

  Then, based on the torque shift compensation input torque TKTinTRQ, a torque shift compensation amount TSRTO, which is a gear ratio correction amount for compensating for a gear ratio shift due to torque shift, is calculated with reference to the map shown in FIG. The gear ratio Ratio0 is corrected by the torque shift compensation amount TSRTO to calculate the gear ratio command value DRRTO (B6), and the corresponding target step number Astep is output to the step motor 4 (B7).

  At this time, the filter time constant T is changed based on a deviation equivalent value that is a value corresponding to the deviation Eip of the ultimate transmission ratio DRatio and the target transmission ratio Ratio0 and the throttle opening TVO (B4).

  Specifically, the target rotational speed deviation ABSENin (deviation equivalent value) obtained by multiplying the absolute value of the target speed ratio deviation Eip by the output rotational speed No is DNinth (first filter time constant change determination threshold, for example, Is smaller than 100 rpm), T2 smaller than T1 used during normal upshifting is set as the filter time constant T (S5 → S8). As a result, the responsiveness of the torque shift compensation amount at the end of the shift in which the target gear ratio Ratio0 approaches the ultimate gear ratio DRatio is improved, and the actual gear ratio can be prevented from undershooting toward the low speed side with respect to the target gear ratio. .

  Further, according to the present invention, even if the target rotational speed deviation ABSENin is larger than DNinth, the accelerator pedal is depressed and the throttle opening TVO is set to TVOth (second filter time constant change determination threshold, for example, 2 / If it is greater than 8), the filter time constant T is set to T2 instead of T1 (S6 → S8).

  As a result, even when the target rotational speed deviation ABSENin is large as in the initial stage of upshifting in the direction in which the engine torque is released, the torque input to the transmission increases when the accelerator pedal is depressed. Since the time constant T is changed from T1 to T2 and the response of the torque shift compensation amount is improved, it is possible to prevent the actual speed ratio from shifting to the low speed side due to the torque shift with respect to the target speed ratio.

  In the above-described embodiment, the target rotational speed deviation ABSENin obtained by multiplying the absolute value of the target speed ratio deviation Eip by the output rotational speed No is used as the deviation equivalent value. Instead, the deviation equivalent value is reached. The absolute value of the deviation Eip between the speed ratio DRatio and the target speed ratio Ratio0 may be used.

  In the above embodiment, the filter time constant T is changed to T2 which is the same as that during the downshift when a predetermined condition is satisfied at the time of the upshift in the direction in which the engine torque is released, but at least from the normal upshift T1 If the value is changed to a small value, the above-described effect can be obtained. Therefore, it is not always necessary to change the filter time constant T to T2 which is the same as that at the time of downshifting, and a different value may be used.

1 is a longitudinal sectional view of a toroidal continuously variable transmission according to the present invention. It is a figure showing a cross section of a toroidal type continuously variable transmission and a control device according to the present invention. It is the block diagram which showed the content of the shift control which a controller performs. It is a shift map stored in the controller. It is the flowchart which showed the content of the control in a filter time constant determination part. 6 is a map showing the relationship of torque shift compensation amount with respect to torque shift compensation input torque and target gear ratio. It is a figure for demonstrating the background art of this invention.

Explanation of symbols

1 Input disk 2 Output disk 3 Power roller 4 Step motor (transmission actuator)
DESCRIPTION OF SYMBOLS 5 Shift control valve 6 Piston 7 Precess cam 8 Shift link 20 Input shaft 28 Loading cam 41 Trunnion 43 Upper link 45 Lower link 60 Inhibitor switch 61 Controller 62 Throttle opening sensor 63 Vehicle speed sensor 64 Input rotation sensor 65 Output rotation sensor 66 Oil temperature sensor 67 Line pressure sensor 68 Engine rotation sensor 69 UP / DOWN switch 70 Mode selection switch

Claims (3)

An input disk to which rotation of the engine is input, an output disk disposed opposite to the input disk, a pair of power rollers sandwiched between the input disk and the output disk, and the pair of power rollers A speed change actuator for changing the tilt angle, and changing the tilt angle of the pair of power rollers to steplessly change the speed ratio, which is the ratio of the rotational speed of the input disk to the rotational speed of the output disk. In a toroidal continuously variable transmission for a vehicle,
Reaching speed ratio setting means for setting a reaching speed ratio, which is a speed ratio that should finally be reached based on the driving state of the vehicle including the throttle opening of the engine;
Target speed ratio setting means for setting a target speed ratio, which is a transient target value of the speed ratio, for causing the actual speed ratio to follow up to the ultimate speed ratio with a predetermined transient response;
Torque shift compensation input torque calculation means for calculating a torque shift compensation input torque by applying a delay process to the engine torque with a filter having a predetermined filter time constant;
A filter time constant changing means for changing the filter time constant based on a deviation equivalent value and a throttle opening, which is a value corresponding to a deviation between the ultimate transmission gear ratio and the target transmission gear ratio;
Torque shift compensation amount calculating means for calculating a torque shift compensation amount that is a gear ratio correction amount for compensating for a gear ratio shift due to torque shift based on the torque shift compensation input torque;
Gear ratio command value calculating means for calculating a gear ratio command value by correcting the target gear ratio with the torque shift compensation amount;
Transmission ratio changing means for controlling the transmission actuator based on the transmission ratio command value;
A toroidal-type continuously variable transmission for vehicles.   The filter time constant changing means changes the filter time constant from a first value to a second value smaller than the first value when the deviation equivalent value is smaller than a first filter time constant changing threshold value. And when the throttle opening is larger than the second filter time constant change determination threshold value, the deviation equivalent value is larger than the first filter time constant change threshold value. The toroidal continuously variable transmission for a vehicle according to claim 1, wherein a filter time constant is changed from the first value to the second value.   3. The target input rotational speed deviation obtained by multiplying the absolute value of the deviation between the ultimate transmission ratio and the target transmission ratio by the rotational speed of the output disk, according to claim 1, wherein The toroidal type continuously variable transmission for vehicles as described.

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