JP2014114845A - Non-state transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a structure that even in a case where the difference between an actual gear ratio Rand a target gear ratio Rof a toroidal type non-stage transmission becomes large, capable of preventing crew members including a driver from being made discomfort feelings and preventing gross slip from occurring at each traction part of the toroidal type non-stage transmission.SOLUTION: When the difference between the actual gear ratio Rand the target gear ratio Ris not within a predetermined range, backup control is executed so that a clutch device is in a cutoff state or a half clutch state. Consequently, when the difference becomes large, torque is not transmitted between an engine and driving wheels, or a transmission amount of torque is suppressed.

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 construction machine (construction machine).

  The use of a toroidal continuously variable transmission as an automobile transmission is described, for example, in many publications and is partly implemented and well known. Also, a continuously variable transmission that combines a toroidal continuously variable transmission and a differential unit (for example, a planetary gear transmission that is a gear-type differential unit) in order to increase the fluctuation range of the transmission ratio is disclosed in, for example, a patent. It has been widely known from the past, for example, as described in Documents 1-2. In both these patent documents, while rotating the input shaft in one direction, the rotation state of the output shaft is stopped, the so-called geared neutral (GN) state is sandwiched, and the rotation state of the output shaft is rotated forward and reverse. A continuously variable transmission having a mode (for example, a first mode and a low speed mode) that can be switched to is described.

  1 and 2 show a block diagram (FIG. 1) and a hydraulic pressure control circuit (FIG. 2) of a continuously variable transmission equipped with a mode capable of realizing a geared neutral state, which is an object of the present invention. The structure of such a continuously variable transmission is basically the same as that conventionally known as described in both patent documents. Hereinafter, the structure of the continuously variable transmission will be briefly described. The output of the engine 1 is input via a damper 2 to a main shaft 3 that is an input shaft described in claims. The power transmitted to the main shaft 3 is transmitted directly or via a toroidal type continuously variable transmission 4 to the planetary gear type transmission 5 which is a differential unit. Then, the differential component of the constituent members of the planetary gear type transmission 5 is taken out to the output shaft 9 via the clutch device 6, that is, the low speed and high speed clutches 7 and 8 shown in FIG. The toroidal continuously variable transmission 4 includes input and output disks 10 and 11, a plurality of power rollers 12, a plurality of trunnions (not shown), an actuator 13 (FIG. 2), and a pressing device. 14 and a gear ratio control unit 15.

  Of these, each of the input and output disks 10 and 11 has a toroidal curved surface in the axial direction opposite to each other as described in FIGS. And are relatively rotatable. The power rollers 12 are sandwiched between the inner surfaces of the input and output disks 10 and 11 facing each other, and the power (force, torque) between the input and output disks 10 and 11 is determined. ). Each trunnion supports each power roller 12 rotatably. The actuator 13 is a hydraulic actuator, and the input disc 10 and the output disc 11 are displaced by displacing the trunnions supporting the power rollers 12 in the axial directions of the pivots provided at both ends. Change the gear ratio between. The pressing device 14 is of a hydraulic type that generates a pressing force proportional to the hydraulic pressure in accordance with the introduction of the hydraulic pressure, and presses the input disk 10 and the output disk 11 toward 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 disk 10 and the output disk 11 to a desired value.

  In the case of the illustrated example, the gear ratio control unit 15 includes a controller (ECU) 16, a stepping motor 17 that is switched based on a control signal from the controller 16, a line pressure control electromagnetic valve 18, The pressing force control solenoid valve 19, the mode switching solenoid valve 20, and the control valve device 21 whose operation state can be switched by the stepping motor 17 and the mode switching solenoid valve 20 are included. The control valve device 21 includes a transmission ratio control valve 22. The transmission ratio control valve 22 controls supply / discharge of pressure oil to / from the actuator 13. The mode switching electromagnetic valve 20 includes low-speed clutch and high-speed clutch control valves 23 and 24, and switches the introduction state of hydraulic pressure to the low-speed and high-speed clutches 7 and 8.

  Further, the pressure oil discharged from the oil supply pump 25 driven by the power extracted from the damper 2 portion is sent to the control valve device 21 and the pressing device 14. That is, the pressure oil sucked from the oil reservoir 26 (FIG. 2) and discharged by the oil supply pump 25 is adjusted to a predetermined pressure by the pressing force adjusting valve 27 (FIG. 2). The pressing force adjusting valve 27 includes a hydraulic pressure corresponding to a hydraulic pressure difference (differential pressure) existing between a pair of hydraulic chambers provided with a piston sandwiched between the actuator 13 and a command from the controller 16. The valve opening pressure is adjusted based on the introduction of the hydraulic pressure based on the opening / closing of the line pressure control electromagnetic valve 18 controlled by the above. Then, with this valve opening pressure as the maximum value, the pressing force control solenoid valve 19 restricts the pressing force generated by the pressing device 14 to an optimum value according to the operating state at that time.

  The hydraulic pressure adjusted by the line pressure control valve 18 and the pressing force adjusting valve 27 is supplied to the low speed clutch 7 or the low speed clutch control valve 24 via the pressure reducing valve 28, the low speed clutch control valve 23, or the high speed clutch control valve 24. It is fed into the hydraulic chamber of the high speed clutch 8. The low speed clutch 7 out of the low speed and high speed clutches 7 and 8 is connected when realizing a low speed mode in which the reduction ratio is increased (including an infinite gear ratio (including geared / neutral state)). At the same time, the connection is broken when the high speed mode for reducing the reduction ratio is realized. On the other hand, the high speed clutch 8 is disconnected when the low speed mode is realized, and is connected when the high speed mode is realized. Further, the supply / discharge state of the pressure oil to both the low speed and high speed clutches 7 and 8 is switched according to the switching of the mode switching solenoid valve 20. When the low speed mode and the high speed mode are switched based on the switching of the clutches 7 and 8, the speed ratio (1 / reduction ratio) of the continuously variable transmission as a whole is the same in both modes. Thus, the transmission ratio of the toroidal type continuously variable transmission 4 is adjusted.

  The controller 16 receives signals representing the rotational speeds of the respective parts detected by the input disk rotation sensor 29, the output disk rotation sensor 30, and the output shaft rotation sensor 31, and also transmits signals to and from the engine controller 32. In addition, the transmission mode switching signal indicating the connection / disconnection state of the clutches 7 and 8 is input. In addition, a T / M select position signal indicating the operation position of the select lever, a paddle shift signal for manual shifting, a foot brake signal indicating whether or not the brake pedal is operated, and an accelerator pedal opening signal indicating the depression amount of the accelerator pedal, This is input to the controller 16 via the engine controller 32.

  FIG. 3 shows an example of the relationship between the speed ratio of the toroidal type continuously variable transmission 4 and the speed ratio of the continuously variable transmission as a whole. For example, in the low speed mode in which the low speed clutch 7 is connected and the high speed clutch 8 is disconnected, the gear ratio of the toroidal-type continuously variable transmission 4 is set to the geared neutral state as shown by the solid line α. The speed ratio of the continuously variable transmission as a whole increases from the stop state (speed ratio 0 state) to the forward direction (+: forward rotation direction) as the value is changed from the realizable value (GN value, GN point) to the deceleration side. It can be changed in the direction of speed. Similarly, as the GN value is changed from the GN value to the speed increasing side, the speed is also changed from the stop state to the speed increasing direction in the reverse direction (-: reverse direction). On the other hand, in the high speed mode in which the high speed clutch 8 is connected and the low speed clutch 7 is disconnected, the speed ratio of the toroidal continuously variable transmission 4 is changed to the higher speed side as indicated by the solid line β. As a result, the speed ratio of the continuously variable transmission as a whole can be changed to the speed increasing side (in the forward direction).

  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 the present specification and claims, 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 the input side for the entire continuously variable transmission is The term “speed ratio” is used for the ratio to the output side. 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 and claims, 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, the controller is based on the current traveling state of the vehicle obtained from the operation of the accelerator pedal (accelerator opening) and the traveling speed of the vehicle (vehicle speed). 16 determines the optimum speed ratio (target speed ratio) of the continuously variable transmission. In order to realize this target speed ratio, the gear ratio of the toroidal continuously variable transmission 4 is driven by driving the stepping motor 17 based on the control signal of the controller 16 and switching the speed ratio control valve 22. Is adjusted to a target speed ratio corresponding to the target speed ratio of the continuously variable transmission. At the same time, the connecting / disconnecting state of the low speed and high speed clutches 7 and 8 is switched by switching the mode switching solenoid valve 20 as required (in accordance with the target speed ratio of the continuously variable transmission). Then, the necessary travel mode (low speed mode or high speed mode) is selected. 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.

In the continuously variable transmission as described above, if the shift between the transmission ratio (actual transmission ratio) of the toroidal type continuously variable transmission and the target transmission ratio is large, the following problem may occur. That is, for example, when the deceleration of the vehicle is large, for example, when the driver operates the braking device, the adjustment of the speed ratio of the continuously variable transmission to the deceleration side is delayed compared to the decrease in the vehicle speed (speed relative to the vehicle speed). If the ratio shifts to the acceleration side), the engine that is the driving source may knock, and the behavior of the vehicle may become jerky (not smooth). On the other hand, if the speed ratio is adjusted too slowly compared to the decrease in the vehicle speed, an unintended engine brake is applied to the driver and other passengers (unintentional deceleration). Feeling).
Also, for example, at the moment when the accelerator pedal is suddenly depressed due to sudden start, sudden acceleration, etc., due to the response delay until the pressing force actually generated by the pressing device 14 reaches an appropriate value, The surface pressure of the traction portion, which is a rolling contact portion between the disks 10 and 11 and the power rollers 12, is insufficient. In a remarkable case, there is a possibility that gross slip, which is excessive slippage, occurs in each of these traction portions. When gross slip occurs, the side surfaces of the disks 10 and 11 and the peripheral surface of the power rollers 12 come into metal contact without passing through an oil film of traction oil, which causes the durability of these surfaces to be significantly impaired.

JP 2011-174486 A JP 2012-002330 A

  In view of the circumstances as described above, the present invention gives an uncomfortable feeling to the occupants including the driver even when the shift between the gear ratio of the toroidal continuously variable transmission and the target gear ratio is large. The invention has been invented to realize a structure capable of preventing the occurrence of gross slip that causes the transmission to lose its durability.

A continuously variable transmission for a vehicle according to the present invention is a combination of a toroidal continuously variable transmission, a gear-type differential unit formed by combining a plurality of gears, and a clutch device for switching between a low speed mode and a high speed mode. Become.
In the low speed mode, the input shaft is adjusted by the drive source by adjusting the gear ratio of the toroidal continuously variable transmission and changing the relative displacement speeds of the plurality of gears constituting the differential unit. The rotation state of the output shaft can be converted into forward rotation and reverse rotation with the stop state sandwiched with the rotation in one direction. In the high speed mode, the speed ratio between the input shaft and the output shaft is changed by changing the gear ratio of the toroidal continuously variable transmission without changing the rotation state of the output shaft.

  In particular, in the continuously variable transmission for a vehicle according to the present invention, the target of the toroidal continuously variable transmission corresponding to the target speed ratio of the continuously variable transmission for a vehicle is based on the running state of the vehicle at that time. A control means for obtaining a gear ratio, and disengaging the clutch device when the gear ratio of the toroidal continuously variable transmission is not within a predetermined range in relation to the target gear ratio; Have.

  When carrying out the present invention as described above, preferably, as in the invention described in claim 2, the control means is configured so that the transmission gear ratio of the toroidal type continuously variable transmission is related to the target transmission gear ratio. If the clutch device is not within a predetermined range for a predetermined time or longer, the clutch device is disengaged or half-clutched.

  According to the continuously variable transmission for a vehicle of the present invention configured as described above, it prevents the occurrence of gross slip that causes discomfort to the occupants including the driver and impairs durability of the toroidal transmission. it can. That is, when the transmission gear ratio (actual transmission gear ratio) of the toroidal type continuously variable transmission is not within a predetermined range in relation to the target transmission gear ratio, the clutch device is driven by disengagement or a half-clutch state. Torque is not transmitted to or from the wheel, or the torque transmission amount is suppressed. For this reason, when the actual gear ratio is not within the predetermined range, the occurrence of knocking or unintended engine braking, which causes discomfort to the occupants including the driver, and the toroidal continuously variable transmission It is possible to prevent the occurrence of gross slip in each traction section.

The block diagram which shows the continuously variable transmission used as the object of the 1st example of embodiment of this invention. Similarly hydraulic circuit diagram. The diagram which shows the relationship between the gear ratio of a toroidal type continuously variable transmission, and the speed ratio as the whole continuously variable transmission. The flowchart which shows the 1st example of embodiment of this invention. The flowchart which shows the 2nd example. The flowchart which shows the 3rd example.

[First example of embodiment]
1 to 4 show a first example of an embodiment of the present invention corresponding to claim 1. A feature of the present invention including this example is that the speed ratio (actual speed ratio) R _r of the toroidal type continuously variable transmission 4 is related to the instantaneous target speed ratio R _{t in} the current running state. The clutch device 6 (the high-speed clutch 7 and the low-speed clutch 8) is disengaged or half-clutched when it is not within the predetermined range (the absolute value of the difference between the two gear ratios R _r and R _t is large). By performing (backup control), there is a technology for preventing the driver and other passengers from feeling uncomfortable or preventing gross slip from occurring in each traction section of the toroidal continuously variable transmission 4. . The points other than this technology, including the basic configuration of the continuously variable transmission, are the same as those of conventionally known continuously variable transmissions as described in Patent Documents 1 and 2 above. The description is omitted, and the characteristic part of this example will be described below with reference to the flowchart shown in FIG. The operation shown in this flowchart is repeatedly (automatically) performed from when the ignition switch is turned on until it is turned off.

In the case of this example, when the actual gear ratio R _r is not within a predetermined range in relation to the target gear ratio R _t (the difference between the two gear ratios R _r and R _t is large), the controller 16 switches the operating state of the mode switching solenoid valve 20 (low-speed clutch and high-speed clutch control valves 23 and 24) to switch the state of hydraulic pressure introduction to the low-speed and high-speed clutches 7 and 8. Then, both the low speed and high speed clutches 7 and 8 are disengaged, or one of the low speed and high speed clutches 7 and 8 is disengaged and the other clutch is also disengaged. Execute backup control that puts a half-clutch state. Thereby, torque is not transmitted between the engine 1 and the drive wheel, or the amount of torque transmission is suppressed. For this purpose, in step 1, it is determined whether or not the engine 1 is rotating {whether or not the rotational speed of the engine 1 is greater than a predetermined value (ENG_ON)}. This determination is performed based on a signal from the engine controller 32 or a rotation sensor (not shown) provided on the output shaft of the engine 1. When the engine 1 is not rotating, the backup control of the clutch device 6 is not performed and the process proceeds to the end. When the engine 1 is rotating, the process proceeds to the next step 2, and the continuously variable transmission is normally operated based on signals from various sensors such as the input and output disk rotation sensors 29 and 30 and the output shaft rotation sensor 31. It is determined whether or not it is operating. If the continuously variable transmission is not operating normally, the backup control is not performed and the process proceeds to the end.

When the continuously variable transmission is operating normally, the absolute value (| R _r −R _t |) of the difference between the actual transmission ratio R _r and the target transmission ratio R _t is determined in the subsequent step 3. It is determined whether or not the threshold value α is larger. Of these, the actual speed ratio R _r is calculated from the signals of both the input and output disk rotation sensors 29 and 30. The target speed ratio _Rt is obtained from a T / M select position signal indicating the operation position of the select lever and each signal input to the controller 16 via the engine controller 32. It is calculated based on the running state (driving state). The threshold value α can be obtained in advance by experiments or calculations, or can be obtained based on the running state of the vehicle at that time, the oil temperature in the casing of the transmission, or the like. When such a threshold value α is a constant value (regardless of the running state of the vehicle, the oil temperature in the casing of the transmission, and the actual gear ratio R _r at that time), it is set to 0.1, for example.
When the absolute value of the difference between the two gear ratios R _r and R _t is equal to or less than the threshold value α (| R _r −R _t | ≦ α), the process proceeds to step 4 and the low speed mode is used for the low speed mode. Normal clutch control is performed in which the clutch 7 is connected and the high-speed clutch 8 is disconnected, and in the high-speed mode, the low-speed clutch 7 is disconnected and the high-speed clutch 8 is connected.

On the other hand, if the absolute value of the difference between the actual speed ratio R _r and the target speed ratio R _t is larger than the threshold value α (| R _r −R _t |> α), the process proceeds to the next step 5. . In this step 5, the clutch device 6 is disengaged (the low speed and high speed clutches 7 and 8 are simultaneously disengaged) or in a half clutch state (of these low speed and high speed clutches 7 and 8 being connected). The clutch is in a half-clutch state). Thereby, torque is not transmitted between the engine 1 and the drive wheel, or the transmission amount is suppressed. Note that the threshold value α as described above is determined depending on the sign of the difference between the two gear ratios R _r and R _t , the traveling direction of the vehicle (whether the vehicle tends to move forward or backward), etc. It can also be set as appropriate (different from each other).

According to the continuously variable transmission for a vehicle of the present example as described above, the occurrence of knocking of the engine 1 or unintentional engine braking, or the occurrence of gross slip in each traction portion of the toroidal continuously variable transmission 4 is prevented. Can be prevented. That, in this example, the transmission ratio of the toroidal type continuously variable transmission 4 (actual transmission ratio) when the R _r, the deviation between the target speed ratio R _t at that time larger, cut or half clutch clutch device 6 By performing the backup control to be in a state, torque is not transmitted between the engine 1 and the drive wheels, or the torque transmission amount is suppressed. As a result, it is possible to prevent the driver and other occupants from feeling uncomfortable or to impair the durability of the toroidal continuously variable transmission 4.

[Second Example of Embodiment]
FIG. 5 shows a second example of an embodiment of the present invention corresponding to claims 1 and 2. In the case of this example, backup control of the clutch device 6 (see FIG. 1) is executed when a state where the absolute value of the difference between the actual speed ratio R _r and the target speed ratio R _t is smaller than the threshold value α continues for a predetermined time or longer. It is configured to do. Therefore, if it is determined in step 3-1 that the absolute value of the difference is larger than the threshold value α (| R _r −R _t |> α), the process proceeds to the next step 3-2, and A determination is made as to whether or not a timer (TMR) representing the duration of the state in which the absolute value of the difference is greater than the threshold value α is equal to or greater than a predetermined time β. Such a predetermined time β is obtained in advance by experiment or calculation in consideration of a response delay until the predetermined hydraulic pressure is introduced into the hydraulic chamber of the pressing device 14 (see FIG. 1). Alternatively, it is calculated based on the running state of the vehicle at that time. The predetermined time β can be set to 0.1 seconds, for example. When the timer is equal to or longer than the predetermined time β (TMR ≧ β), the process proceeds to step 5 and the backup control of the clutch device 6 is executed. When the timer is less than the predetermined time β (TMR <β), the process proceeds to Step 3-3 and the timer is incremented. On the other hand, if it is determined in step 3-1 that the absolute value of the difference is equal to or smaller than the threshold value α (| R _r −R _t | ≦ α), the process proceeds to step 3-4, where the timer After clearing the count (TMR = 0), the routine proceeds to step 4 where normal clutch control is executed.

According to this embodiment, like just after operation of the shift lever, when the deviation between the temporary actual gear ratio R _r and the target speed ratio R _t by the delay of the hydraulic pressure response is increased, that the backup control is executed Can be prevented. For this reason, it is possible to prevent the driver from feeling uncomfortable due to the shift delay.
Since the operations and effects of the other parts are the same as those in the first example of the above-described embodiment, a duplicate description is omitted.

[Third example of embodiment]
FIG. 6 also shows a third example of the embodiment of the present invention corresponding to claims 1 and 2. In the case of this example, the conditions for returning to the normal clutch control from the state in which the backup control of the clutch device 6 (see FIG. 1) is being executed are different from those in the case of the second example. Therefore, if it is determined in step 2 that the continuously variable transmission is operating normally, the process proceeds to step 3-0 to determine whether backup control is currently being performed. This determination is made based on a flag (BkCtrl_Flg) indicating whether backup control is being executed. When backup control is not being performed (BkCtrl_Flg = 0), the process proceeds to step 3-1, and it is determined whether or not backup control is to be executed. If the absolute value of the difference between the actual speed ratio R _r and the target speed ratio R _t is equal to or less than the threshold value α (| R _r −R _t | ≦ α), the process proceeds to step 4 and normal clutch control is continued. . On the other hand, if the absolute value of the difference between the two gear ratios R _r and R _t is larger than the threshold value α (| R _r −R _t |> α), the process proceeds to step 5 and the flag is set. (BkCtrl_Flg = 1), backup control is executed.

If it is determined in step 3-0 that the backup control is being executed (BkCtrl_Flg = 1), the process proceeds to the next step 6 to determine whether or not a condition for returning to the normal clutch control is satisfied. That is, it is determined whether or not the absolute value of the difference between the actual speed ratio R _r and the target speed ratio R _t is greater than the second threshold value γ. The second threshold γ is set to a value smaller than the threshold α (γ <α). For example, when the threshold α is 0.1, the second threshold γ is set to 0.05. If the absolute value of the difference between the two gear ratios R _r and R _t is greater than the second threshold γ (| R _r −R _t |> γ), the condition for returning to normal clutch control is satisfied. If not, the process ends with the current state maintained (BkCtrl_Flg = 1). On the other hand, if the absolute value of the difference is equal to or smaller than the second threshold γ (| R _r −R _t | ≦ γ), the flag is cleared (BkCtrl_Flg = 0) in the following step 7 on the assumption that the return condition is satisfied. ) And perform normal backup control.

In the case of this example, compared with the case of the second example of the above-described embodiment, the difference between the actual speed ratio R _r and the target speed ratio R _t is small, and the normal clutch control is restored in a more stable state. It is done. For this reason, it is possible to prevent backup control from being executed again immediately after the clutch device 6 is backed up to normal clutch control (hysteresis can be set).
Since the operations and effects of the other parts are the same as those of the first and second examples of the above-described embodiment, a duplicate description is omitted.

In each of the embodiment described above, when carrying out a backup control of the clutch device 6, the degree to which for example the absolute value of the difference between the actual gear ratio R _R and the target speed ratio R _t exceeds the threshold value α smaller ( For example, in the case of a predetermined value determined within a range of 0.1 to 0.2 times the threshold value, the clutch device 6 is set to the half-clutch state, and the degree to which the clutch device 6 is exceeded is large (for example, 0.1 to 0. 0 of the threshold value). In the case of exceeding a predetermined value determined in a double range), the clutch device 6 can be configured to be disconnected.

DESCRIPTION OF SYMBOLS 1 Engine 2 Damper 3 Main shaft 4 Toroidal type continuously variable transmission 5 Planetary gear type transmission 6 Clutch device 7 Low speed clutch 8 High speed clutch 9 Output shaft 10 Input disk 11 Output disk 12 Power roller 13 Actuator 14 Press device 15 Gear ratio Control unit 16 Controller (ECU)
17 Stepping motor 18 Solenoid valve for line pressure control 19 Solenoid valve for pressure control 20 Mode switching solenoid valve 21 Control valve device 22 Gear ratio control valve 23 Low speed clutch switching valve 24 High speed clutch switching valve 25 Oil pump 26 Oil sump 27 Pressure adjusting valve 28 Pressure reducing valve 29 Input disk rotation sensor 30 Output disk rotation sensor 31 Output shaft rotation sensor 32 Engine controller

Claims (2)

Composed of a toroidal-type continuously variable transmission, a gear-type differential unit composed of a plurality of gears, and a clutch device for switching between a low speed mode and a high speed mode. By adjusting the gear ratio of the type continuously variable transmission and changing the relative displacement speeds of the plurality of gears constituting the differential unit, the output shaft remains rotated in one direction by the drive source. The rotation state of the toroidal continuously variable transmission can be converted into a normal rotation and a reverse rotation with the stop state interposed therebetween, and the input shaft can be changed by changing the gear ratio of the toroidal continuously variable transmission without changing the rotation state of the output shaft in the high speed mode. In a continuously variable transmission for a vehicle that changes a gear ratio between a shaft and the output shaft,
Based on the running state of the vehicle at that time, the target speed ratio of the toroidal continuously variable transmission corresponding to the target speed ratio of the continuously variable transmission for the vehicle is obtained, and the speed ratio of the toroidal continuously variable transmission is A continuously variable transmission for a vehicle comprising control means for disengaging the clutch device or setting it to a half-clutch state when it is not within a predetermined range in relation to the target gear ratio.   The control means disengages the clutch device when the speed ratio of the toroidal type continuously variable transmission is not within a predetermined range for a predetermined time or more in relation to the target speed ratio, or in a half-clutch state. The continuously variable transmission for a vehicle according to claim 1.

Images