JP2013002566A - Continuously variable transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a continuously variable transmission for a vehicle comprising a toroidal continuously variable transmission assembled with a torque converter, the transmission achieving a structure capable of safely and quickly decelerating and stopping the vehicle when a shift lever is operated in a selection position in the opposite direction to the traveling direction of the vehicle at the time, and capable of starting the vehicle in a direction responding to the selection position of the shift lever.SOLUTION: When a shift lever is operated to a selection position in the opposite direction to the traveling direction at the time, a controller of the continuously variable transmission does not connect one clutch responding to the selection position of the shift lever between a forward clutch and a reverse clutch, but connects the other clutch responding to the traveling direction at the time. The controller changes a speed ratio of the toroidal continuously variable transmission from a value responding to the traveling state at the time into a value indicating the maximum deceleration so as to sufficiently decelerate the vehicle. The controller disconnects the other clutch afterwards and moderately connects the one clutch.

Description

  The present invention relates to an improvement in a continuously variable transmission for a vehicle that is used as an automatic transmission for a vehicle such as an automobile or a working vehicle such as a construction vehicle (a construction machine) or an agricultural vehicle (agricultural machine). Specifically, regarding a continuously variable transmission for a vehicle in which a torque converter is combined with a toroidal type continuously variable transmission, when the shift lever is operated to a selected position in the direction opposite to the current traveling direction during traveling of the vehicle. It is intended to ensure the fail-safe property.

  As an automatic transmission (AT) for a vehicle, a continuously variable transmission (such as a belt-type continuously variable transmission, a toroidal-type continuously variable transmission, etc.) configured by a continuously variable transmission mechanism capable of adjusting a transmission ratio steplessly ( CVT (Continuously Variable Transmission) has been widely used in recent years. In addition, a continuously variable transmission mechanism such as such a toroidal type continuously variable transmission and a gear type differential mechanism (for example, a planetary gear type transmission) are combined in a state where the power transmission path can be switched by a clutch device. A continuously variable transmission (IVT) that can realize an infinite transmission ratio is also known.

  In a vehicle in which such a continuously variable transmission or a conventionally known stepped transmission such as AMT (Automated Manual Transmission) is incorporated, the operation of the accelerator pedal (accelerator opening) and the traveling speed (vehicle speed) of the vehicle Shift control for adjusting to the optimum gear stage and gear ratio (target gear stage, target gear ratio) is performed according to the obtained driving state at that time, and torque converter lockup clutch control and necessary clutch Connection / disconnection control is performed.

  By the way, when driving a vehicle incorporating an automatic transmission as described above, the shift lever is operated to the selected position in the direction opposite to the vehicle traveling direction at that time by an erroneous operation or intentional (conscious) operation by the driver. May be. That is, when the selected position of the shift lever is in the forward range (for example, D, L range) and the vehicle is moving forward, the shift lever is operated in the reverse range (for example, R range), or in the reverse range. In some cases, the shift lever is operated to the forward range when the vehicle is moving backward. Among such operations, for example, a driver's intentional operation is performed, for example, when a vehicle is put in a garage. That is, when entering the garage, in a state where the vehicle is not completely stopped, for example, “D range → N range → R range during forward travel” or “R range → N range → D range during reverse travel”. May be operated (garage shift). In addition, in working vehicles such as agricultural vehicles and construction vehicles, switching between forward and backward is frequently performed during work, and such switching of the traveling direction is opposite to the traveling direction of the vehicle at that time. This may be done by operating the shift lever (shuttle shift) at the direction selection position. In such a case, if the shift lever and the gear ratio corresponding to the position (operating position) where the shift lever is operated are adjusted and the clutch corresponding to the operating position is connected, the behavior of the vehicle changes rapidly. (For example, sudden deceleration, tire lock, engine stall, etc.) or in a serious case, the vehicle or the transmission may be damaged (eg, broken propeller shaft, internal breakage of the transmission, clutch burst, etc.).

  In view of such circumstances, when the shift lever is operated from the D range to the N range to the R range during forward travel, the behavior of the vehicle may change suddenly, or the vehicle and the transmission may be damaged. A technique for preventing the above (reverse inhibit control) has been proposed (see, for example, Patent Documents 1 to 3). According to this reverse inhibit control, the clutch device (reverse clutch) is disconnected from when the shift lever is operated to the R range until the vehicle stops (or falls below a predetermined speed). For this reason, it is possible to prevent sudden changes in the behavior of the vehicle and damage to the transmission and the like. However, since the clutch device is disconnected until the vehicle stops (or falls below the predetermined speed), the engine braking force cannot be used, and the time required to stop the vehicle becomes longer. Produce.

  On the other hand, Patent Documents 4 and 5 are directed to a continuously variable transmission in which a toroidal continuously variable transmission and a planetary gear type transmission are combined. As described above, the shift lever moves the vehicle at that time. There is described a technique for preventing the behavior of a vehicle from changing suddenly or damaging the vehicle or the transmission when operated to a selected position opposite to the direction. Specifically, when the shift lever is operated to the selected position in the opposite direction to the current traveling direction, the speed ratio of the continuously variable transmission is once maintained at a value corresponding to the current traveling state A technique is described in which the clutch device is connected and the speed ratio is adjusted to a value (0) that can realize the stop state of the vehicle. According to such a technique, it is possible not only to prevent sudden changes in the behavior of the vehicle and damage to the transmission, but also to decelerate and stop the vehicle safely and quickly.

  However, the techniques described in Patent Documents 4 and 5 combine the toroidal continuously variable transmission and the planetary gear type differential mechanism so that the gear ratio of the toroidal continuously variable transmission is infinite. This can only be realized with a structure having a power transmission path that can be adjusted to (geared neutral state). Therefore, the techniques described in Patent Documents 4 and 5 cannot be applied as they are to a structure in which such a geared neutral state cannot be realized and a toroidal continuously variable transmission is combined with a starting device such as a torque converter. .

That is, in the case of a structure in which a torque converter is combined with a toroidal continuously variable transmission, the relationship between the transmission ratio of the toroidal continuously variable transmission and the speed ratio of the continuously variable transmission is as shown in FIG. 6, for example. For this reason, when the shift lever is operated to the selected position in the direction opposite to the current traveling direction, the speed ratio of the toroidal-type continuously variable transmission is once maintained at a value corresponding to the current traveling state. The control until the clutch device is connected and changed to the deceleration side can be carried out without any problem as with the structure that can realize the geared neutral state, but the vehicle is stopped no matter how much the speed is changed to the deceleration side. I can't let you. Therefore, when the techniques described in Patent Documents 4 and 5 are applied as they are, the direction opposite to the selection position of the shift lever (the reverse direction when the forward range is selected, the reverse range is selected) The vehicle continues to travel in the forward direction), and the vehicle cannot be stopped and further started in the direction corresponding to the selected position of the shift lever.
In addition, there exists the invention described in patent documents 6-10 as a prior art document relevant to this invention. However, in any of the inventions described in Patent Documents 6 to 10, the above-described problems cannot be solved.

Japanese Patent Laid-Open No. 2007-177834 JP2007-21118A JP 2007-239980 A JP 2007-309435 A JP 2010-276033 A JP 2002-181175 A JP 2003-194199 A JP 2003-314683 A JP 2010-255727 A JP 2009-257464 A

  In view of the circumstances as described above, the present invention relates to a continuously variable transmission for a vehicle in which a toroidal continuously variable transmission is combined with a starting device, and a shift lever is selected in a direction opposite to the current traveling direction during traveling. When the vehicle is operated, the vehicle is decelerated, stopped, and the direction according to the selected position of the shift lever, while preventing sudden changes in the behavior of the vehicle and damage to the vehicle and the transmission. It was invented to realize a structure that can be started.

A continuously variable transmission for a vehicle according to the present invention includes an input shaft, a starting device, a toroidal continuously variable transmission, a forward clutch, a reverse clutch, and a controller.
Of these, the input shaft is rotationally driven by a drive source such as an engine.
The starting device is installed between the drive source and the input shaft, and transmits power between the drive source and the input shaft.
The toroidal continuously variable transmission is similar to the toroidal continuously variable transmission of the conventional structure, the input side disk rotating with the input shaft, concentric with the input side disk and with respect to the input side disk. An output-side disk provided so as to be capable of relative rotation, and a plurality of power rollers provided on both disks and facing each other and sandwiched between axial side surfaces each of which is a toroidal curved surface. In addition, as such a toroidal type continuously variable transmission, what is called a double cavity type which transmits power by two systems parallel to each other can be adopted.
The forward clutch is connected when the shift lever is selected to the forward range (D, L range), and other ranges {reverse range (R range), non-traveling range (N range and P range) } Is disconnected when selected.
The reverse clutch is connected when the shift lever is selected to the reverse range (R range), and other ranges {forward range (D, L range), non-travel range (N range and P range) } Is disconnected when selected.
Further, the controller controls the switching of the connection state between the forward clutch and the reverse clutch and the change of the gear ratio of the toroidal continuously variable transmission.

In particular, in the continuously variable transmission for a vehicle according to the present invention, when the shift lever is operated to a selected position opposite to the traveling direction at that time, the controller causes the forward clutch and the reverse clutch to be Of these, one clutch according to the selected position of the shift lever is not connected, and the other clutch according to the traveling direction at that time is connected. Then, the gear ratio of the toroidal continuously variable transmission is changed from a value corresponding to the traveling state at that time to the speed reduction side (preferably the speed reduction side). Thereafter, the other clutch is disconnected and the one clutch is connected (preferably one clutch is gently connected. The other clutch and one clutch are smoothly switched).
When changing the speed ratio of the toroidal type continuously variable transmission from a value corresponding to the traveling state at that time to the deceleration side, it is preferable to change the speed ratio to the most deceleration side. As long as the vehicle is sufficiently decelerated, it is not necessary to decelerate to the most deceleration side. Further, when connecting the one clutch, it is preferable to increase the deceleration torque little by little and to connect gently (by little) from the viewpoint of preventing the vehicle behavior from changing suddenly.
Further, when the continuously variable transmission for a vehicle according to the present invention is implemented, the speed ratio of the toroidal continuously variable transmission is preferably changed to the deceleration side in accordance with the depression of the driver's accelerator pedal. It is possible to provide a function of increasing the change speed (shift speed) to be performed and a function of increasing the connection speed of the one clutch.

  Further, when the present invention is implemented, as in the invention described in claim 2, for example, when the shift lever is operated to the reverse range while the vehicle is traveling forward, the reverse clutch is not connected and the Connect the forward clutch. Then, the speed ratio of the toroidal-type continuously variable transmission is changed from a value corresponding to the traveling state at that time to the deceleration side to reduce the traveling speed of the vehicle in the forward direction. Thereafter, the forward clutch is disconnected and the reverse clutch is connected.

  Furthermore, when the present invention is implemented, as in the invention described in claim 3, for example, when the shift lever is operated to the forward range while the vehicle is traveling backward, the forward clutch is not connected and the Connect the reverse clutch. Then, the speed ratio of the toroidal type continuously variable transmission is changed from a value corresponding to the traveling state at that time to the deceleration side to reduce the traveling speed of the vehicle in the reverse direction. Thereafter, the reverse clutch is disconnected and the forward clutch is connected.

According to the continuously variable transmission for a vehicle of the present invention configured as described above, even if the shift lever is operated to the selected position in the direction opposite to the traveling direction of the vehicle at that time, The vehicle and the transmission can be prevented from being damaged, and the vehicle can be decelerated, stopped, and started in the direction corresponding to the selected position of the shift lever safely and quickly.
That is, in the case of the present invention, when the shift lever is operated to the selected position in the direction opposite to the traveling direction at that time, one of the forward clutch and the reverse clutch according to the selected position of the shift lever. The other clutch (the forward clutch when the forward range is selected, the reverse clutch when the reverse range is selected) is not connected, and the other clutch according to the traveling direction at that time (if the vehicle is traveling forward, it moves forward) Connect the clutch and reverse clutch (if reverse). In this state, the transmission ratio of the toroidal type continuously variable transmission is changed from a value corresponding to the traveling state at that time to the deceleration side. For this reason, the vehicle can be sufficiently decelerated (traveling speed can be sufficiently reduced) safely and quickly using the engine braking force (based on the deceleration torque).
Further, in the case of the present invention, the transmission ratio of the toroidal type continuously variable transmission is changed to the deceleration side, and in a state where the vehicle is sufficiently decelerated, the other clutch is disconnected, Connect the clutch. For this reason, when switching between the connected and disconnected states of both clutches, the deceleration torque that acts to decelerate the vehicle can be shifted smoothly (from the deceleration torque based on the engine braking force with the other clutch connected to the inside of one clutch ) And the deceleration torque generated by the engagement of the one clutch can be increased little by little. Accordingly, the vehicle can be further decelerated and the vehicle can be stopped (temporarily stopped) while preventing the behavior of the vehicle from changing suddenly or damaging the vehicle or the transmission. Further, from this stop state, the vehicle can be started in a direction corresponding to the operation position of the shift lever.
As a result, according to the present invention, with respect to the continuously variable transmission for a vehicle in which the starter is combined with the toroidal continuously variable transmission, the shift lever is operated to the selected position in the direction opposite to the traveling direction of the vehicle at that time. However, it is possible to prevent the vehicle behavior from changing suddenly or to damage the vehicle or the transmission, and to decelerate and stop the vehicle safely and quickly, and to change the vehicle according to the operation position of the shift lever. You can start in any direction.

1 is a block diagram of a continuously variable transmission that shows an example of an embodiment of the present invention. The figure which shows the hydraulic circuit incorporated in this continuously variable transmission. The flowchart which shows the operation | movement of the shift control used as the characteristics of this example. The flowchart of the operation | work performed in order to determine whether the shift lever was operated to the selection position of the reverse direction with the traveling direction at that time. The diagram which shows the relationship between the travel speed of a vehicle, the operation position of a shift lever, and the connection / disconnection state of a clutch (forward clutch and reverse clutch). The diagram which shows one example of the relationship between the gear ratio of a toroidal type continuously variable transmission, and the speed ratio of a continuously variable transmission regarding the continuously variable transmission for vehicles provided with the torque converter.

  1 to 5 show an example of an embodiment of the present invention. Of these, FIG. 1 shows a block diagram of a continuously variable transmission of this example configured by combining a toroidal type continuously variable transmission 1 and a torque converter 2 as a starting device. FIG. 2 also shows a hydraulic circuit for controlling the continuously variable transmission. In the case of this example, the speed ratio of such a continuously variable transmission (speed ratio of the toroidal type continuously variable transmission 1) is set when the shift lever is operated to the selected position in the direction opposite to the traveling direction at that time. , It is configured to change in accordance with preset conditions.

  The output of the engine 3 as a drive source is provided in series with the engine 3 and the input shaft 4 (installed between the engine 3 and the input shaft 4) via the torque converter 2 as a starting device. And input to the input shaft 4. The power transmitted to the input shaft 4 is transmitted by the toroidal-type continuously variable transmission 1, and includes a clutch device 5 (forward and reverse clutches 6 and 7 in FIG. 2) and a differential gear 8 that constitute a forward / reverse switching mechanism. And is taken out from the drive shaft 9 via.

  The torque converter 2 is for increasing the torque transmitted to the input shaft 4 at the start of the automobile so that the start can be smoothly performed. The torque converter 2 has a well-known structure that has been conventionally incorporated in an automatic transmission. Things can be used. The torque converter 2 used in this example has a lock-up clutch function, and directly connects a pump impeller (not shown) and a turbine liner based on a command from a controller 16 described later. Instead of the torque converter 2, other starting devices such as an electromagnetic clutch and a wet clutch can be used. The toroidal-type continuously variable transmission 1 includes input and output disks 10 and 11, a plurality of power rollers 12, a plurality of trunnions (not shown) each corresponding to a support member, and an actuator. 13 (see FIG. 2), a pressing device 14, and a transmission ratio control unit 15.

  Of these, the input-side and output-side disks 10 and 11 are arranged concentrically and relatively rotatable. Each of the power rollers 12 is sandwiched between inner surfaces of the input and output disks 10 and 11 facing each other, and power is supplied between the input and output disks 10 and 11. (Force, torque) is transmitted. Each trunnion supports each power roller 12 rotatably. The actuator 13 is a hydraulic type, and the trunnions supporting the power rollers 12 are displaced in the axial directions of the pivots provided at both ends thereof, so that the input side disk 10 and the output The gear ratio with the side disk 11 is changed. The pressing device 14 is a hydraulic device that generates a pressing force proportional to the hydraulic pressure with the introduction of the hydraulic pressure, and presses the input side disk 10 and the output side disk 11 in a direction approaching each other. . The gear ratio control unit 15 controls the displacement direction and the displacement amount of the actuator 13 in order to set the gear ratio between the input side disk 10 and the output side disk 11 to a desired value.

  In the case of the illustrated example, the transmission ratio control unit 15 is switched based on a controller 16, a control signal from the controller 16, a stepping motor 17, a loading pressure control electromagnetic switching valve 18, a forward clutch. And the reverse clutch solenoid valves 19 and 20, the lockup clutch control solenoid valve 21, and the control valve device 22 whose operation state can be switched by these members 17 to 21. The control valve device 22 corresponds to the transmission ratio control valve 23 and the pressing force adjustment valve 24 shown in FIG. Of these, the gear ratio control valve 23 controls the supply and discharge of the hydraulic pressure to the actuator 13. Further, the solenoid valves 19 and 20 for the forward clutch and the reverse clutch switch the introduction state of the pressure oil to the forward and reverse clutches 6 and 7, respectively.

  Pressure oil discharged from an oil pump 25 driven by power extracted from the input shaft 4 is sent to the control valve device 22 and the pressing device 14. That is, the pressure oil sucked from the oil reservoir 26 (see FIG. 2) and discharged by the oil pump 25 is adjusted to a predetermined pressure by the pressing force adjusting valve 24. In the case of this example, detection signals from a pair of hydraulic sensors 28 a and 28 b (reference numeral 28 in FIG. 1) provided in the hydraulic chambers 27 a and 27 b of the actuator 13 are input to the controller 16. The controller 16 detects the differential pressure between the hydraulic chambers 27a and 27b detected by the hydraulic sensors 28a and 28b {the torque passing through the toroidal type continuously variable transmission 1 corresponding to the differential pressure ( Passing torque)} and other state quantities (gear ratio, oil temperature, accelerator open) detected by the oil temperature sensor 29, the input side and output side rotation sensors 30, 31, the output shaft rotation sensor 32, the accelerator sensor 33, etc. The opening / closing state of the loading pressure control electromagnetic on-off valve 18 is switched based on the speed and the vehicle speed. Then, based on the switching of the open / close state, the valve opening pressure of the pressing force adjusting valve 24 is adjusted, and the pressing force generated by the primary line 34 and then the pressing device 14 is optimized according to the operating condition. Regulate to value.

  Further, the pressure oil adjusted by the pressing force adjusting valve 24 passes through the manual hydraulic pressure switching valve 35, the pressure reducing valve 36, and the forward clutch and reverse clutch electromagnetic valves 19 and 20, respectively. Or, it is fed into the hydraulic chamber of the reverse clutch 7. In this example, each of the forward and reverse clutches 6 and 7 is a wet multi-plate clutch having a plurality of pressure plates and clutch disks. The forward clutch 6 is connected when a shift lever (operating lever, select lever) provided in the driver's seat is selected in the D range or L range, and other ranges (R range, N range). And P range) are disconnected. In contrast, the reverse clutch 7 is connected when the shift lever is selected in the R range, and is connected when the shift lever is selected in other ranges (D range, L range, N range, and P range). Is refused. Note that switching (opening and closing) of the electromagnetic valves 19 and 20 for the forward clutch and the reverse clutch is performed by hydraulic sensors 28c and 28d (reference numeral 28 in FIG. 1) provided in the forward and reverse clutches 6 and 7, respectively. It is controlled by the controller 16 based on the detection signal.

  Also in this example, as shown in FIG. 6, in the forward mode in which the forward clutch 6 is connected and the reverse clutch 7 is disconnected, the shift of the toroidal continuously variable transmission 1 is performed. As the ratio is increased, the speed ratio of the continuously variable transmission can be increased. On the contrary, as the speed ratio of the toroidal continuously variable transmission 1 is decreased, the speed of the continuously variable transmission as a whole is increased. The speed ratio can be reduced. On the other hand, even in the reverse mode in which the reverse clutch 7 is connected and the forward clutch 6 is disconnected, the speed ratio of the continuously variable transmission as a whole increases as the speed ratio of the toroidal continuously variable transmission 1 increases. On the contrary, as the speed ratio of the toroidal continuously variable transmission 1 is decreased, the speed ratio of the continuously variable transmission as a whole can be decreased.

  In general, “speed ratio” is a reduction ratio, “speed ratio” is an increase ratio, and the reciprocal of “speed ratio” is “speed ratio” (“speed ratio” = 1 / “ Gear ratio "). However, in this specification, the term “speed ratio” is used for the ratio between the input side and the output side for the toroidal type continuously variable transmission, and it is used between the input side and the output side for the entire continuously variable transmission. The term “speed ratio” is used for the ratio. The reason for this is to make it easy to clarify whether it is the ratio of the toroidal type continuously variable transmission or the ratio of the continuously variable transmission as a whole. Therefore, in the present specification, the “speed ratio” does not necessarily correspond to the reduction ratio, and the “speed ratio” does not necessarily correspond to the speed increase ratio.

  In a vehicle incorporating a continuously variable transmission as described above, based on the vehicle's current driving condition (driving condition) obtained from the accelerator pedal operation (accelerator opening) and the vehicle's driving speed (vehicle speed). The controller 16 obtains the optimum speed ratio (target speed ratio) of the continuously variable transmission. In order to realize this target speed ratio, the stepping motor 17 is driven based on the control signal of the controller 16 and the speed ratio control valve 23 is switched, so that the speed ratio of the toroidal continuously variable transmission 1 is changed. The target speed ratio corresponding to the target speed ratio is adjusted. In this case, the correlation between the accelerator opening and the vehicle speed (state quantity indicating the running state) and the target speed ratio (target speed ratio) is previously mapped in the memory of the controller 16 (MAP) It is memorize | stored as a type | formula, and it adjusts to the target speed ratio (target gear ratio) according to the state quantity (vehicle speed, accelerator opening degree, etc.) at that time. As a result, the speed ratio of the continuously variable transmission is adjusted to an optimum value (target speed ratio) according to the running state of the vehicle at that time.

  Further, in the case of this example, the controller 16 has the following functions. That is, the controller 16 controls the forward clutch and reverse clutch solenoid valves 19 and 20 when the shift lever provided in the driver's seat is operated to the selected position in the direction opposite to the traveling direction at that time. Thus, one of the forward clutch 6 and the reverse clutch 7 according to the selected position of the shift lever is not connected (not immediately connected), and the other according to the traveling direction at that time. Connect the clutch. And after changing the gear ratio of the toroidal type continuously variable transmission 1 from the value corresponding to the traveling state at that time to the most deceleration side, the other clutch is disconnected (disconnection speed is arbitrary, At the same time, the one clutch is connected gently (slowly slowly) (the other clutch and one clutch are smoothly switched).

  Specifically, when the shift lever is operated to the reverse range (R range) and the shift lever is operated to the reverse range (R range) while the vehicle is traveling forward while the shift lever is operated to the forward range (D, L range), the reverse The forward clutch 6 is connected without connecting the clutch 7. And after changing the gear ratio of the toroidal type continuously variable transmission 1 from the value corresponding to the running state at that time to the most deceleration side, the forward clutch 6 is disconnected and the reverse clutch 7 is gently Connecting. Conversely, when the shift lever is operated to the forward range (D range, L range) while the shift lever is operated to the reverse range (R range) and the vehicle is traveling backward. The forward clutch 6 is not connected but the reverse clutch 7 is connected. Then, after changing the gear ratio of the toroidal type continuously variable transmission 1 from the value corresponding to the running state at that time to the most deceleration side, the reverse clutch 7 is disconnected and the forward clutch 6 is loosened gently. Connecting.

  The speed (connection speed) at which the forward clutch 6 or the reverse clutch 7 is connected in the state where the speed ratio of the toroidal-type continuously variable transmission 1 is changed to the most deceleration side is the clutches 6 and 7 to be connected. Each component (pressure plate, clutch disk, etc.) is determined within a range where damage such as extreme wear and seizure and unstable behavior does not occur. The connection speed may be a constant speed, but in this example, the controller 16 has a function of increasing the connection speed in response to the driver's depression of the accelerator pedal (change in accelerator opening). I have it.

  Further, in the case of this example, the controller 16 changes the gear ratio of the toroidal continuously variable transmission 1 to the deceleration side in accordance with the depression of the accelerator pedal of the driver (change of the accelerator opening). It also has a function to increase the change speed (shift speed).

The functions of the controller 16 will be described with reference to the flowchart shown in FIG. Note that the control shown in this flowchart is repeatedly (automatically) performed from when the ignition switch is turned on until it is turned off.
First, in step 1, the controller 16 determines whether or not the shift lever selected position is in the non-traveling range (P, N range). This determination is made based on the detection signal of the position switch 37 (see FIG. 1). If it is determined in step 1 that the selected position of the shift lever is in the non-traveling range (P, N range), the process proceeds to step 2 where the clutch device 5 (the forward clutch 6 and the reverse clutch 7). Disconnect the connection. On the other hand, if it is determined in step 1 that the selected position of the shift lever is the travel range, the process proceeds to step 6.

  After disconnecting the clutch device 5 (the forward clutch 6 and the reverse clutch 7) in step 2, the process proceeds to step 3 to determine whether or not the vehicle is running. This determination is based on the detection signal of the output shaft rotation sensor 32, and the vehicle traveling speed (Vkm / h), which is known from the rotational speed of the output shaft (not shown), is greater than 0 km / h (V> 0 km / h). Judgment by whether or not.

  In the case of this example, in order to determine whether or not the shift lever has been operated to the selected position in the direction opposite to the current traveling direction, The last selected position is stored. From this state, when the shift lever is operated from the N range before the vehicle stops, it is determined whether or not the operated selected position is the same as the stored selected position. Thus, it is determined whether or not the shift lever is operated at the selected position in the direction opposite to the traveling direction. Specifically, after step 3 in FIG. 3 (between step 3 and step 4), determination and storage of the selected position immediately before the shift lever is operated to the N range is performed. Such determination and storage operation are performed according to the procedure of the flowchart shown in FIG. That is, in steps 1 to 3 in the flowchart of FIG. 3, if it is determined that the shift lever is in the N range but the vehicle is traveling (the P mechanism operates the lock mechanism and the vehicle does not travel in the P range). No), go to step 1 of the flowchart of FIG. In step 1, it is determined whether or not the operation position immediately before the shift lever is operated to the N range is the forward range (D, L range). That is, the position switch 37 detects whether or not the shift lever selected position before proceeding to step 1 in the flowchart of FIG. 4 (one loop before in the flowchart of FIG. 3) is the forward range (D and L ranges). Based on the signal (by monitoring and storing the detection signal).

  When it is determined in step 1 of FIG. 4 that the selected position immediately before the shift lever is operated to the N range is the forward range (D, L range) (D, L range → N range). Then, the process proceeds to step 2, and F_DN is set to 1 (F_DN = 1, F_RN = 0) in the flags of F_DN and F_RN in order to store the selected position, and the process ends (proceeds to step 4 in FIG. 3). On the other hand, if it is determined in step 1 that the selected position immediately before the shift lever is operated to the N range is not the forward range (D, L range), the process proceeds to step 3. In step 3, it is determined whether or not the operation position immediately before the shift lever is operated to the N range is the reverse range (R range) (R range → N range). If it is determined in step 3 that the selected position immediately before the shift lever is operated to the N range is the reverse range (R range), the process proceeds to step 4 where F_DN is stored to store the selected position. Among the flags of F_RN, F_RN is set to 1 (F_DN = 0, F_RN = 1), and the process ends (proceeds to step 4 in FIG. 3). Note that F_DN = 1 means that the shift lever is operated from the D and L ranges to the N range while the vehicle is traveling forward, and F_RN = 1 means that the shift lever is changed from the R range to the N range during backward traveling. It means that it was operated.

  On the other hand, if it is determined in step 3 that the selected position immediately before the shift lever is operated to the N range is not the reverse range (R range), the process proceeds to step 5. In step 5, it is determined whether one of the flags F_DN and F_RN is 1. In other words, it is determined whether or not the position of the previous shift lever is in the N range (the vehicle starts moving from the state where the vehicle has stopped in the N range). If any one of F_DN and F_RN is 1 in step 5 as described above, the flag state is maintained in step 6 and the process is terminated. (Proceed to step 4 in FIG. 3). Even if one of the flags F_DN and F_RN is not 1, that is, when F_DN = 0 and F_RN = 0 (when the position of the previous shift lever is the N range), step 7 is also performed. This is confirmed and the process ends (proceed to step 4 in FIG. 3).

  In any case, if the selection position determination and storage operation (setting of the flag) immediately before the shift lever is operated to the N range is performed in accordance with the procedure of the flowchart shown in FIG. 4 as described above, With the flag maintained, the process proceeds to step 4 in FIG. And the correlation between the accelerator opening, the vehicle speed (state quantity indicating the running state), and the target speed ratio (target speed ratio), which are stored in advance in the memory of the controller 16 as a map (MAP) or a formula. Based on the above, the speed ratio of the continuously variable transmission (the speed ratio of the toroidal continuously variable transmission 1) is adjusted to the target speed ratio (target speed ratio) corresponding to the current state quantity (vehicle speed, accelerator opening, etc.) To do.

  On the other hand, when it is determined in step 3 of FIG. 3 that the vehicle traveling speed (Vkm / h) is 0 km / h (V = 0 km / h) and the vehicle is stopped, The flag is cleared (F_DN = 0, F_RN = 0). Then, the process proceeds to step 5 where the speed ratio of the toroidal continuously variable transmission 1 is changed to the most deceleration side (adjusted to the target speed ratio = 0.430) and the process ends (returns to the start).

  On the other hand, if it is determined in step 1 of FIG. 3 that the shift lever selected position is not in the non-traveling range (P, N range), the process proceeds to step 6 where the shift lever selected position is set to the forward range (D , L range). This determination is performed based on the detection signal of the position switch 37 as in step 1. If it is determined in step 6 that the selected position of the shift lever is in the forward range (D, L range), it is determined in subsequent step 7 whether or not the vehicle is traveling. This determination is performed in the same manner as in Step 3. If it is determined in step 7 that the vehicle traveling speed (Vkm / h) is 0 km / h (not traveling), the flag is cleared (F_DN = 0, F_RN = 0). , Proceed to circled number 1 (perform start control in the normal forward direction) and end (return to start). That is, since the selected position of the shift lever is in the forward range (D, L range) and the vehicle is stopped, it can be determined that the driver intends to start the vehicle. For this reason, the gear ratio of the toroidal type continuously variable transmission 1 is set to the most decelerating side, and the process is terminated. Or, if necessary, a value that allows the optimum driving force at that time to be output, which is determined according to the state quantity that affects the driving force (creep force) to be output, such as the temperature of the lubricating oil (traction oil). The value can be adjusted to a value that can output the optimum creep force in the forward direction), and can also be ended (returned to the start). In this state, for example, if the depression of the brake is released, the optimum creep force in the forward direction is output, and the vehicle is started smoothly (smoothly).

  On the other hand, if it is determined in step 7 that the vehicle traveling speed (Vkm / h) is greater than 0 km / h (traveling), the process proceeds to step 8 to determine whether F_RN = 1 or not. Determine. That is, whether the shift lever is traveling backward in the R range before being operated to the D range (L range) and is currently traveling backward in the D range (L range), whether F_RN = 1 or not. Judgment by If it is determined in step 8 that F_RN = 1, it is considered that the vehicle is traveling backwards even though the D range (L range) is currently selected. Therefore, in the subsequent step 9, the reverse clutch 7 is connected (without the forward clutch 6 being connected), and the process proceeds to the subsequent step 10.

  In Step 10, it is determined whether or not the connection of the reverse clutch 7 is completed. Such a determination is made as to whether the clutch pressure detected by the hydraulic sensor 28d provided in the hydraulic chamber of the reverse clutch 7 has become larger than a predetermined value (Cp: 0.5 MPa, for example, which varies depending on the clutch characteristics). Judge by whether or not. The clutch pressure corresponds to a fastening pressure at which the engine torque at that time can be transmitted by the clutch (the pressure plate and the clutch disk that are in contact with each other do not slip).

  If it is determined in step 10 that the connection of the reverse clutch 7 has not been completed, the process proceeds to step 16. And the correlation between the accelerator opening, the vehicle speed (state quantity indicating the running state), and the target speed ratio (target speed ratio), which are stored in advance in the memory of the controller 16 as a map (MAP) or a formula. Based on the above, the speed ratio of the continuously variable transmission (the speed ratio of the toroidal continuously variable transmission 1) is adjusted to the target speed ratio (target speed ratio) corresponding to the current state quantity (vehicle speed, accelerator opening, etc.) To do.

  On the other hand, when it is determined that the connection of the reverse clutch 7 has been completed, in the following step 11, the target speed ratio of the toroidal continuously variable transmission 1 is set to the most deceleration side value (0 .430). Then, in the following step 12, the gear ratio of the toroidal type continuously variable transmission 1 is changed to a target gear ratio (0) based on a predetermined condition, a gear speed α in this example, and a value according to the running state at that time. .430) (change to the most deceleration side). Such a shifting operation is performed based on the driving of the stepping motor 17.

  Further, the shift speed α is preliminarily determined through experiments, simulations, and the like, in a sudden change in vehicle behavior (for example, jerky behavior due to sudden deceleration, tire lock, engine stall, etc.), and damage to the vehicle or continuously variable transmission (for example, a propeller). A value that allows the speed ratio of the continuously variable transmission to be decelerated continuously and as quickly as possible within a range that does not cause shaft breakage, breakage of the continuously variable transmission, clutch burst, etc. In the example, α is set to a variable value that increases as the driver depresses the accelerator pedal, and the upper limit value is set to 1 step / 50 ms, for example, at the driving speed of the stepping motor. If the gear ratio of the toroidal type continuously variable transmission 1 is changed toward the target gear ratio at the gear speed α set in this way, there is no sudden change or damage in the behavior of the vehicle as described above. Using the engine braking force (based on the deceleration torque), the vehicle can be decelerated smoothly (smoothly) and sufficiently (the driver can be given an appropriate deceleration feeling). If the shift lever is operated before the transmission gear ratio of the toroidal-type continuously variable transmission 1 is adjusted to the target transmission gear ratio, the determination according to the operated position is made in steps 1 and 6. Then, shift control according to the determination is performed.

In step 13, it is determined whether or not the gear ratio of the toroidal type continuously variable transmission 1 has been adjusted to the target gear ratio (0.430). This determination is performed by comparing the gear ratio of the toroidal type continuously variable transmission 1 calculated from the input side rotation sensor 30 and the output side rotation sensor 31 with the target gear ratio. If it is determined that the shift to the target gear ratio has been completed, the routine proceeds to step 14, where the reverse clutch 7 is disconnected and at the same time the forward clutch 6 is gently connected in the following step 15. (Transfer smoothly from the reverse clutch 7 to the forward clutch 6). The control state in step 15 is maintained until the vehicle traveling speed becomes zero (the vehicle stops), and at the same time the vehicle stops (temporarily stops), the process proceeds to the end (returns to the start). In step 7, it is determined that the vehicle is stopped. As a result, in step 7, the process advances to the circled number 1 and the start control in the forward direction according to the selected position of the shift lever is performed. Accordingly, the vehicle decelerates (the traveling direction is the backward direction), stops, and then starts smoothly (smoothly) in the forward direction.
On the other hand, if it is determined in step 13 that the shift to the target gear ratio has not been completed, the routine ends (returns to the start).

  If it is determined in step 6 of FIG. 3 that the selected position of the shift lever is not in the forward range (D, L range), the process proceeds to step 17 where the selected position of the shift lever is changed to the reverse range (R range). ). If it is determined in step 17 that the selected position of the shift lever is not in the reverse range (R range), the process ends (returns to the start).

  On the other hand, if it is determined in step 17 that the selected position of the shift lever is in the reverse range (R range), it is determined in subsequent step 18 whether or not the vehicle is running. This determination is performed in the same manner as in Steps 3 and 7. If it is determined in step 18 that the vehicle traveling speed (Vkm / h) is 0 km / h (not traveling), the flag is cleared (F_DN = 0, F_RN = 0). , Proceed to circled number 3 (perform normal start control in the reverse direction) and end (return to start). In this case, the optimum drive at that time is determined by the speed ratio of the toroidal-type continuously variable transmission 1 determined according to the state quantity that affects the driving force to be output, such as the temperature of the lubricating oil (traction oil). The value is adjusted to a value at which the force can be output (a value capable of outputting the optimum creep force in the backward direction), and the process ends (returns to the start).

  On the other hand, if it is determined in step 18 that the travel speed (Vkm / h) is greater than 0 km / h (traveling), whether or not the vehicle is moving forward in subsequent step 19 ( F_DN = 1). This determination is performed in the same manner as in Step 8.

  If it is determined in step 19 that the vehicle is not moving forward (retreating), the process proceeds to the circled numeral 4 (performs normal shift control in the reverse direction) and ends (starts). Back to). In this case, the gear ratio of the toroidal-type continuously variable transmission 1 is adjusted to a target gear ratio according to the current driving state (vehicle speed, accelerator opening, etc.) based on the driving of the stepping motor 17 ( Normal shift control in the reverse direction is performed).

  On the other hand, if it is determined in step 19 that the vehicle is moving forward, the shift lever is moved based on the determinations in steps 1, 6, and 17 to 19 although the vehicle is moving forward. This means that the reverse range (R range), which is the direction opposite to the traveling direction, has been operated. Therefore, in the following step 20, the forward clutch 6 is connected (without the reverse clutch 7 being connected), and the process proceeds to the subsequent step 21.

  In step 21, it is determined whether or not the forward clutch 6 has been connected. Such a determination is made based on whether or not the clutch pressure detected by the hydraulic sensor 28c provided in the hydraulic chamber of the forward clutch 6 has become larger than a predetermined value, as in step 10 described above.

  If it is determined in step 21 that the forward clutch 6 is not connected, the process proceeds to step 16. And the correlation between the accelerator opening, the vehicle speed (state quantity indicating the running state), and the target speed ratio (target speed ratio), which are stored in advance in the memory of the controller 16 as a map (MAP) or a formula. Based on the above, the speed ratio of the continuously variable transmission (the speed ratio of the toroidal continuously variable transmission 1) is adjusted to the target speed ratio (target speed ratio) corresponding to the current state quantity (vehicle speed, accelerator opening, etc.) To do.

  On the other hand, if it is determined that the forward clutch 6 has been connected, the subsequent step 22 sets the target speed ratio of the toroidal type continuously variable transmission 1 to the most deceleration value (0. 430). In the following step 23, the gear ratio of the toroidal-type continuously variable transmission 1 is changed to a target gear ratio (0) based on a predetermined condition, a gear speed β in the case of this example, and a value according to the running state at that time. .430) (change to the most deceleration side). Such a shifting operation is performed based on the driving of the stepping motor 17.

  In addition, the speed ratio β of the continuously variable transmission is within the range of a value that does not cause a sudden change in the behavior of the vehicle and damage to the vehicle or the continuously variable transmission, through experiments and simulations in advance. , A value that can be decelerated continuously and as quickly as possible (in this example, β is a variable value that increases as the driver depresses the accelerator pedal, and the upper limit value is, for example, the driving speed of the stepping motor. 1 step / 20 ms). If the gear ratio of the toroidal-type continuously variable transmission 1 is changed toward the target gear ratio at the gear speed β set in this way, there is no sudden change or damage in the behavior of the vehicle as described above. Using the engine braking force (based on the deceleration torque), the vehicle can be decelerated smoothly (smoothly) and sufficiently (the driver can be given an appropriate deceleration feeling). If the shift lever is operated before the transmission gear ratio of the toroidal type continuously variable transmission 1 is adjusted to the target transmission gear ratio, the steps 1, 6, and 17 correspond to the operated positions. Determination is made, and shift control according to the determination is performed.

In step 24, it is determined whether or not the gear ratio of the toroidal continuously variable transmission 1 has been adjusted to the target gear ratio (0.430). Such a determination can also be made in the same manner as in Step 13 described above. If it is determined that the adjustment to the target gear ratio has been completed, the routine proceeds to step 25 where the forward clutch 6 is disconnected (at the same time), and at the subsequent step 26, the reverse clutch 7 is gently connected. (Transfer smoothly from forward clutch 6 to reverse clutch 7). The control state in step 26 is maintained until the vehicle traveling speed becomes zero (the vehicle stops), and at the same time the vehicle stops (temporarily stops), the process proceeds to the end (returns to the start). In step 18, it is determined that the vehicle is stopped. As a result, this step 18 advances to the circled number 3 and the start control in the reverse direction is performed according to the selected position of the shift lever. Accordingly, the vehicle decelerates (the forward direction is the forward direction), stops, and then starts smoothly (smoothly) in the reverse direction.
On the other hand, if it is determined in step 24 that the adjustment to the target gear ratio has not been completed, the processing ends as it is (returns to the start).

When the speed change control of this example is executed in accordance with the procedure as described above, the traveling speed of the vehicle (speed ratio of the toroidal type continuously variable transmission 1), the operation position of the shift lever, the clutch device 5 (the forward clutch 6 and the reverse gear). The relationship between the clutch 7) and the connected state is as shown in FIG.
First, the case where the shift lever is operated from the D range to the R range via the N range while the vehicle is traveling forward will be described with reference to the left half of FIG. In this case, the forward clutch 6 is disconnected at the same time as the shift lever is selected from the D range to the N range, and is reconnected at the same time as the R range is selected from the N range. From this state, the gear ratio of the toroidal-type continuously variable transmission 1 is changed from the value corresponding to the traveling state at that time to the most deceleration side {the target gear ratio (0.430) at the gear shift speed β. Downshift}. For this reason, the traveling speed of the vehicle gradually decreases based on the engine braking force. Then, after the gear ratio of the toroidal-type continuously variable transmission 1 has changed to the most deceleration side (adjusted to the target gear ratio (0.430)), the forward clutch 6 is disconnected (the forward clutch 6). At the same time, the reverse torque based on the engine braking force becomes zero, and the reverse clutch 7 is gently connected (the friction generated between the pressure plate constituting the reverse clutch 7 and the clutch disk). A deceleration torque based on force is applied slowly). As a result, the vehicle continues to decelerate smoothly even after the clutch is switched, temporarily stops simultaneously with the completion of the connection of the reverse clutch 7, and then starts (runs) in the reverse direction according to the operation position of the shift lever.

  Next, the case where the shift lever is operated from the R range to the D range via the N range while the vehicle is traveling in the backward direction will be described with reference to the right half of FIG. In this case, the reverse clutch 7 is disconnected at the same time as the shift lever is selected from the R range to the N range, and is reconnected at the same time as the D range is selected from the N range. From this state, the gear ratio of the toroidal-type continuously variable transmission 1 is changed from the value corresponding to the traveling state at that time to the most deceleration side {the target gear ratio (0.430) at the gear shift speed α. Downshift towards}. For this reason, the traveling speed of the vehicle gradually decreases based on the engine braking force. Then, after the gear ratio of the toroidal-type continuously variable transmission 1 is shifted to the most deceleration side {adjusted to the target gear ratio (0.430)}, the reverse clutch 7 is disconnected (reverse clutch 7 At the same time, the forward torque 6 is gently connected (the friction generated between the pressure plate constituting the forward clutch 6 and the clutch disk). A deceleration torque based on force is applied slowly). As a result, the vehicle continues to decelerate smoothly even after the clutch is switched, temporarily stops simultaneously with the completion of connection of the forward clutch 6, and then starts (runs) in the forward direction according to the operation position of the shift lever.

  According to the continuously variable transmission for a vehicle of this example configured as described above and operating as described above, even when the shift lever is operated to the selected position in the direction opposite to the traveling direction of the vehicle at that time, The sudden change of the behavior of the vehicle and the damage of the vehicle and the transmission are prevented, and the vehicle is decelerated and stopped safely and started in the direction corresponding to the selected position of the shift lever.

  That is, in the case of this example, when the shift lever is operated to the selected position in the direction opposite to the traveling direction at that time, it corresponds to the selected position of the shift lever among the forward clutch 6 and the reverse clutch 7. One clutch (the forward clutch 6 when the forward range is selected, the reverse clutch 7 when the reverse range is selected) is not connected, and the other clutch (during forward travel) according to the travel direction at that time is not connected. If so, the forward clutch 6 is connected, and if the vehicle is traveling backward, the reverse clutch 7) is connected. In this state, the gear ratio of the toroidal-type continuously variable transmission 1 is changed from the value corresponding to the traveling state at that time to the most deceleration side {the target gear ratio (0.430 at the speeds α and β). ) Downshift to)}. Thus, the vehicle can be sufficiently decelerated safely and quickly using the deceleration torque based on the engine braking force (the traveling speed can be sufficiently reduced).

  Further, in the case of this example, the other clutch is disconnected while the transmission ratio of the toroidal-type continuously variable transmission 1 is changed to the most decelerating side and the traveling speed of the vehicle is sufficiently reduced. At the same time, the one clutch is gently connected. For this reason, when the clutches 6 and 7 are switched, the deceleration torque acting to decelerate the vehicle can be shifted smoothly (one clutch is connected from the deceleration torque based on the engine braking force with the other clutch connected). Can be smoothly shifted to deceleration torque based on frictional force generated by the operation). Further, the deceleration torque generated when the one clutch is connected can be gradually increased as the connected state progresses. Accordingly, the vehicle can be further decelerated and the vehicle can be stopped (temporarily stopped) while preventing the behavior of the vehicle from changing suddenly or damaging the vehicle or the transmission. Further, from this stop state, the vehicle can be started in a direction corresponding to the operation position of the shift lever.

  As a result, in the case of this example, with respect to the continuously variable transmission for a vehicle in which the toroidal type continuously variable transmission 1 and the torque converter 2 are combined, the shift lever is at the selected position in the direction opposite to the traveling direction at that time. Even when operated, the vehicle behavior changes suddenly (eg sudden deceleration, tire lock, engine stall, etc.) or the vehicle or transmission is damaged (eg clutch burst, broken propeller shaft, breakage inside the transmission) Etc.), the vehicle can be decelerated and stopped safely and quickly, and the vehicle can be started (runned) in the direction corresponding to the operation position of the shift lever.

  Further, in the case of this example, when the driver depresses the accelerator pedal, the speed at which the speed ratio of the toroidal-type continuously variable transmission 1 changes to the speed reduction side, and the speed ratio changes most to the speed reduction side. The connection speed of the forward clutch 6 or the reverse clutch 7 connected with can be increased. For this reason, it is possible to quickly change the traveling direction (decelerate, stop, start in the reverse direction) that matches the driver's intention.

  In the structure of this example, when the shift lever is operated to a selected position opposite to the traveling direction at that time while the vehicle is traveling at a medium speed or a high speed, first, the lockup clutch of the torque converter 2 is operated. Release the function (disconnect the pump impeller and turbine liner). And after connecting the other clutch according to the running direction at that time, and changing the gear ratio of the toroidal type continuously variable transmission 1 from the value according to the running state at that time to the most deceleration side, The connection / disconnection state is switched between the other clutch and the other clutch. By performing such control, it is possible to prevent the vehicle and the transmission from being damaged (engine damage, damage to the inside of the transmission, clutch burst, etc.), and the speed ratio of the toroidal continuously variable transmission 1 can be changed quickly. Even in this case, it is possible to suppress the vehicle from exhibiting deceleration behavior that gives the driver a sense of incongruity.

DESCRIPTION OF SYMBOLS 1 Toroidal type continuously variable transmission 2 Torque converter 3 Engine 4 Output shaft 5 Clutch device 6 Forward clutch 7 Reverse clutch 8 Differential gear 9 Drive shaft 10 Input side disk 11 Output side disk 12 Power roller 13 Actuator 14 Press device 15 Gear ratio control Unit 16 Controller 17 Stepping motor 18 Electromagnetic on-off valve for loading pressure control 19 Electromagnetic valve for forward clutch 20 Electromagnetic valve for reverse clutch 21 Electromagnetic valve for lock-up clutch control 22 Control valve device 23 Gear ratio control valve 24 Pressing pressure adjustment valve 25 Oil pump 26 Oil reservoir 27a, 27b Hydraulic chamber 28a-28d Hydraulic sensor 29 Oil temperature sensor 30 Input side rotation sensor 31 Output side rotation sensor 32 Output shaft rotation sensor 33 Accelerator sensor 34 Primary lie 35 Manual hydraulic selector valve 36 Pressure reducing valve 37 Position switch

Claims (3)

Connected when the input shaft that is rotationally driven by the drive source, the starting device that transmits power between the drive source and the input shaft, the toroidal continuously variable transmission, and the shift lever are selected in the forward range. The forward clutch is disconnected when the other range is selected, and the reverse clutch is disconnected when the shift lever is selected for the reverse range, and the reverse is disconnected when the other range is selected. In a continuously variable transmission for a vehicle, comprising: a clutch; and a controller for controlling switching of a connection state between the forward clutch and the reverse clutch and a change in a gear ratio of the toroidal continuously variable transmission.
When the shift lever is operated to the selected position in the opposite direction to the current traveling direction, the controller connects one of the forward clutch and the reverse clutch according to the selected position of the shift lever. Without connecting the other clutch according to the traveling direction at that time, and changing the transmission ratio of the toroidal type continuously variable transmission from the value according to the traveling state at that time to the deceleration side, A continuously variable transmission for a vehicle, wherein the clutch is disconnected and the one clutch is connected.   When the shift lever is operated to the reverse range while the vehicle is traveling forward, the reverse clutch is not connected but the forward clutch is connected, and the gear ratio of the toroidal continuously variable transmission is a value corresponding to the current traveling state 2. The continuously variable transmission for a vehicle according to claim 1, wherein the forward clutch is disconnected and the reverse clutch is connected after the shift to the deceleration side.   When the shift lever is operated to the forward range while the vehicle is traveling backward, the forward clutch is not connected but the reverse clutch is connected, and the gear ratio of the toroidal continuously variable transmission is a value corresponding to the current traveling state. The continuously variable transmission for a vehicle according to any one of claims 1 to 2, wherein the reverse clutch is disconnected and the forward clutch is connected after the shift to the deceleration side.

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