Abstract: A control method for a vehicular drive apparatus that includes a driving power source that includes an engine and a motor, and a shift portion provided in a power transmission path from the driving power source to a drive wheel, includes staring the engine by executing an engine speed control that increases an engine speed to a predetermined engine speed or higher, and executing an engine torque generation control that generates engine torque by supplying fuel and igniting the fuel at the predetermined engine speed or higher. In the case where the controller determines that the period during which the shift of the shift portion is performed overlaps the period during which the engine is started, the engine is started by executing the engine speed control during the shift of the shift portion, and executing the engine torque generation control after the shift of the shift portion is completed.

Abstract: A continuously variable transmission for a machine is disclosed. The machine may have a driven element, a first operator input device, a second operator input device, and a controller. The controller may be configured to receive a first displacement signal associated with the first operator input device, and a second displacement signal associated with the second operator input device. The controller may be further configured to determine a net operator input value as a function of the first and second displacement signals, and regulate an output of the driven element in response to the determined net operator input value.

Abstract: There is provided a failure determination system for a continuously variable transmission of a belt type, which is capable of determining failure of control valves for performing speed varying operation, and enhancing maintainability. An ECU controls a transmission ratio of the transmission to a fixation-determining LOW-side range when the vehicle is standing. When the transmission ratio during stoppage of the vehicle is within a stop-time OD-side range if engine torque?OD-time DR-side reference torque and at the same time the transmission ratio<DN-side reference value hold, the ECU determines that the DR solenoid valve is faulty, and if the throttle valve opening?OD-side reference value, the transmission ratio?DN-side reference value, and at the same time a vehicle speed<OD-side reference value hold, the ECU determines that the DN solenoid valve is faulty.

Abstract: In shift control apparatus and method for a belt-type continuously variable transmission, a shift ratio between the primary pulley and the secondary pulley is controlled, a shift speed is detected, the shift speed being a variation quantity of the shift ratio per unit of time; and an advance of the shift ratio control is suppressed to suppress the shift speed when a magnitude of the shift speed is equal to or larger than a predetermined value and a suppression quantity is set to suppress the advance of the shift ratio control so as to suppress the shift speed.

Abstract: A hydraulic control system for a continuously variable transmission for a hybrid electric vehicle enhances operability as speed changes are made based on input torques and engine rotational speeds since pressure of a primary pulley is controlled based on engine rotational speeds; applies a wide pressure range for solenoids in normal operation by deciding a limp home mode only when a secondary control solenoid valve (SCSV) and a ratio control solenoid valve (RCSV) are under maximum pressure at the same time; reuses flux discharged under reduced pressure from a secondary regulator valve in a lubrication control valve, thus saving energy; controls the lubrication pressure actively using PWM; and generates a pilot pressure for clutch control using a single valve when the transmission control unit fails.

Abstract: A control system is described for a hydrostatic transmission of an agricultural vehicle comprising a variable displacement hydrostatic pump and a hydrostatic motor. The control system comprises means for determining the prevailing transmission ratio and a controller for applying a demand signal to set the desired ratio of the hydrostatic transmission. The magnitude of the demand signal applied by the controller to the transmission is limited such that the no-load transmission ratio corresponding to the demand signal does not differ from the prevailing measured transmission ratio by more than a predetermined amount.

Abstract: A method for controlling a rate of change of speed ratios in a continuously variable transmission (CVT) includes sensing a vehicle speed, sensing an engine speed, and sensing a change in a position of an accelerator pedal. The method includes determining a desired engine speed based on the change in the position of the accelerator pedal, the vehicle speed, and the engine speed. The method includes increasing a target engine speed at a first rate to a predetermined value, wherein the target engine speed corresponds to a speed ratio. The method includes measuring a difference between the target engine speed that is held at the predetermined value and an actual engine speed, and increasing the target engine speed to the desired engine speed at a second rate when the difference substantially equals a predetermined threshold, wherein the second rate is less than the first rate.

Abstract: A method and apparatus for carrying out a drive belt slippage regulation in a continuously variable transmission. A driving disk set and a driven disk set are connected together for torque transfer by an endless torque-transmitting element in which a power ratio between the driving disk set and the driven disk set of a variable speed drive is set as a function of a safety margin value.

Abstract: In control apparatus and method for an automotive vehicle, the vehicle having a continuously variable transmission associated with a vehicular engine and including a belt that transmits a revolution of a primary pulley to a secondary pulley that is enabled to make a gear shift by modifying a pulley ratio between the primary and secondary pulleys with a hydraulic, a determination is made as to whether a belt slip between at least one of the primary and the secondary pulleys occurs and an output section outputs a signal to command an engine control unit to increase an engine speed by a predetermined engine speed when the belt slip is determined to occur.

Abstract: The control system comprises: an operating state changing mechanism for an operating state of the prime mover in response to a satisfaction of learning execution condition of the clamping pressure; a torque change suppressing mechanism for suppressing a change in a torque resulting from the change in the operating state of the prime mover; and a clamping pressure learning device for learning the clamping pressure in the operating state of the prime mover after the change, while the operating state of the prime mover is being changed and the change in the torque resulting from the change in the operating state of the prime mover is being suppressed by the torque change suppressing mechanism.

Abstract: A transmission controller commands a demand torque of an engine to an engine controller according to an actual secondary pulley pressure that is detected by a secondary pulley pressure sensor when a vehicle speed is 0 km/h and a state wherein gear ratio is equal to or higher than a predetermined gear ratio is continued for a first predetermined time or more. Thereby, since an input torque corresponding to a secondary pulley pressure which is actually generated is inputted to a primary pulley even when a failure occurs in the secondary pulley rotation sensor, engine performance of a vehicle can be ensured.

Abstract: An operator selectable engine braking assist system is provided that allows the operator of a vehicle to select the amount of engine braking assist provided. An engine braking assist selector is provided to allow the operator to select a level of engine braking assist. A controller is programmed with an engine braking algorithm and implements the algorithm in response to the selector to produce engine braking in an amount selected by the operator.

Abstract: A shift control system for a V-belt type continuously variable transmission is provided. The shift control system comprises a controller programmed to store an actual transmission ratio of the continuously variable transmission at stop of an associated vehicle drive source, and inhibit, at restart of the vehicle drive source, an initializing operation for returning an operational position of the shift actuator to a standard position when the actual transmission ratio is more on a high-speed side than a predetermined transmission ratio. A shift control method is also provided.

Abstract: A speed change ratio control unit for a continuously variable transmission that uses a step motor as a driving actuator of a speed change control valve that compares a variable ASTP representing a step position of the step motor and a step position BSTP of the step motor that is necessary for realizing a desired speed change ratio at every predetermined operation cycle, and if ASTP?BSTP is satisfied determines that a step-out has occurred on the step motor.

Abstract: A belt type continuously variable transmission includes a primary pulley (11), a secondary pulley (12), a belt (13) wound around the primary pulley and secondary pulley; a sensor (27, 21) for detecting a vehicle running state; and a controller (1).

Abstract: A method is described for operating an automatic transmission in which a command for changing a current ratio of the automatic transmission is generated when achieving preset operating states of the vehicle automatically or by manual input in a manual shifting mode, the activated manual shifting mode being preferred to an automatic shifting mode. The manual shifting mode is quit when a current vehicle speed is less than a threshold value, or when a longitudinal acceleration of the vehicle is within a defined range, a lateral acceleration is less than a threshold value and a driver type evaluation counter is less than a limiting value.

Abstract: A clutch engagement control device controls the engagement of a forward clutch (32) and reverse clutch (33) in an automatic transmission connected to an engine (70) in a vehicle. An inhibitor switch (56) outputs a range signal in accordance with a position range of a select lever (51). A manual valve (57) supplies oil pressure selectively to one of the forward clutch (32) and the reverse clutch (33) by changing position in accordance with the position range of the select lever (51). A controller (60) of the clutch engagement control device determines whether an unmatching range condition occurs in which the range of the select lever (51) indicated by the range signal and the range of the manual valve (57) do not match, when the range of the select lever (51) indicated by the range signal is a drive range or reverse range; and suppress an increase in engine rotation speed prior to engagement of the forward clutch or reverse clutch when the unmatching range condition occurs.

Abstract: In a V-belt type CVT, an actual-shift-ratio corresponding operated position of a step motor is calculated through conversion of an actual shift ratio expressed by the rotational-speed ratio between primary and secondary pulleys. A displacement amount is calculated between the actual-shift-ratio corresponding operated position of the step motor and an actual position thereof. A correction amount of the line pressure is calculated to reduce the displacement amount, and the line pressure is corrected in accordance therewith.

Abstract: A belt-type continuously variable transmission is provided with a housing end wall that is formed with a bearing mounting hole, through which one end portion of a primary shaft penetrates, a rolling bearing that rotatably supports, in a state that it is fitted in the bearing mounting hole, the one end portion of the primary shaft having a primary pulley, a flange that projects from the inside circumferential surface of the bearing mounting hole on the housing inward side, a bearing retainer that is provided on the outside surface of the end wall and cooperates with the flange to pinch the bearing, and a cover that is connected to the housing and covers the one end portion of the primary shaft and the bearing retainer.

Abstract: A shift control apparatus of a transmission for a vehicle having an input shaft driven by an engine and an output shaft connecting with a drive wheel for automatically changing a speed ratio between the input shaft and the output shaft, comprises accelerator pedal operating amount detecting means for detecting an operating amount of an accelerator pedal, road gradient detecting means for detecting a gradient of a road on which the vehicle travels, vehicle speed detecting means for detecting a vehicle speed, kick-down mode establishing means for establishing a kick-down mode when the operating amount of the accelerator pedal exceeds a threshold value and control means for changing the threshold value based on the road gradient and the vehicle speed.

Abstract: A judging section judges whether or not ranges detected, respectively, by a first range detection section consisting of a first detection section and a position detecting sensor, and a second range detection section consisting of a second detection section; a C1 detecting sensor and a B1 detecting sensor are in mutual agreement, and when the detected ranges are not in mutual agreement, a failure judging section judges a failure of the first range detection section.

Abstract: A system for enhanced ratio control in a continuously variable transmission (CVT) includes a ratio control element positionable by an actuator in response to an actuator command to establish various CVT ratios in the CVT. At least one sensor generates a train of pulses indicative of speed of rotation of a predetermined rotary member of the CVT. A measured CVT ratio generator derives information of an actual CVT ratio out of at least the train of pulses to give a measured value of CVT ratio. A filter processes the measured value of CVT ratio in a manner to refine the information of the actual CVT ratio to give an estimated value of CVT ratio. A command generator determines the actuator command such that the actuator command remains unaltered when a deviation of the estimated value of CVT ratio from a desired value of CVT ratio stays within a dead zone.

Abstract: A belt type continuously variable transmission (CVT) (10) for a vehicle varies the speed ratio in accordance with the hydraulic pressure that is regulated via a hydraulic pressure regulating unit (30). A sensor (27) detects a vehicle speed. A CVT controller (20) calculates a target hydraulic pressure that is supplied to the CVT (10) on the basis of a predetermined speed change schedule so that the speed ratio varies in the direction of up-shifting as the vehicle speed increases (S15). The CVT controller (20) also determines whether or not a specified condition holds (S16, S160), and controls the hydraulic pressure regulating unit according to a target start-up hydraulic pressure which is larger than a target hydraulic pressure for normal running (S11, S13), thereby preventing a speed change lag when the vehicle starts to move.

Abstract: Operating range of feedback in CVT ratio control has been extended by use of stabilized values as an actual value of CVT ratio. The actual value of CVT ratio is derived from first and second pulse train signals provided by input and output speed sensors. Updating of rotational speed of the input member is repeated at intervals governed by the first pulse train. Updating of rotational speed of the output member is repeated at intervals governed by the second pulse train. Updating of an old value of a ratio between the latest value of the rotational speed of the input member and the latest value of the rotational speed of the output member to a new value thereof is repeated each time immediately after the rotational speeds of the input and output members have been updated since the latest updating of an old value of the ratio.

Abstract: A clutch engagement control device controls the engagement of a forward clutch (32) and reverse clutch (33) in an automatic transmission connected to an engine (70) in a vehicle. An inhibitor switch (56) outputs a range signal in accordance with a position range of a select lever (51). A manual valve (57) supplies oil pressure selectively to one of the forward clutch (32) and the reverse clutch (33) by changing position in accordance with the position range of the select lever (51). A controller (60) of the clutch engagement control device determines whether an unmatching range condition occurs in which the range of the select lever (51) indicated by the range signal and the range of the manual valve (57) do not match, when the range of the select lever (51) indicated by the range signal is a drive range or reverse range; and suppress an increase in engine rotation speed prior to engagement of the forward clutch or reverse clutch when the unmatching range condition occurs.

Abstract: A target engine rotational speed depending at least upon the position of an accelerator pedal position and a motor vehicle speed is determined in a method for controlling the operation of a motor vehicle drive train having a drive motor and a branched power transmission with several steplessly adjustable transmission ratio regions, between which shifting takes place at a predetermined range shift transmission ratio. A transmission ratio corresponding to the target engine rotational speed and vehicle speed is determined and set, whereby the change with respect to time of the accelerator pedal position and/or the change with respect to time of the target engine rotational speed is used for determining the target engine rotational speed and is filtered when a difference between the actual transmission ratio and a transmission ratio shift range falls below a limit value.

Abstract: The invention relates to a contact pressure system, that can be utilized particularly for continuously variable transmissions, with a torque sensor system as well as a continuously variable transmission.

Abstract: In a V-belt type CVT, an actual-shift-ratio corresponding operated position of a step motor is calculated through conversion of an actual shift ratio expressed by the rotational-speed ratio between primary and secondary pulleys. A displacement amount is calculated between the actual-shift-ratio corresponding operated position of the step motor and an actual position thereof. A correction amount of the line pressure is calculated to reduce the displacement amount, and the line pressure is corrected in accordance therewith.

Abstract: The invention relates to an arrangement and a method for determining the transmission ratio of a continuously variable transmission having a drive end and an output end. A signal, which represents the transmission ratio, is computed in dependence upon a primary rpm of the drive end and a secondary rpm of the output end which are transmitted to the arrangement. A fault signal is generated which is dependent upon the instantaneous primary rpm and/or the instantaneous secondary rpm and indicates whether a value for the transmission ratio is to be outputted as the signal representing the transmission ratio. This value is computed from the detected instantaneous values for the primary rpm and the secondary rpm.

Abstract: The transmission ratio of a transmission is adjusted, in a method for controlling a stepless transmission, in accordance with a selected closed loop control strategy. Thereby, the transmission ratio can be varied infinitely between two transmission ratio end values by actuator forces effective on adjustment means. Thereby it is disadvantageous that the adjustment means are moved into their mechanical end positions when an over-control of the transmission occurs. High end position forces occur in the end positions and lead to a high dissipation power and to a high wear and tear. The new method shall make possible the utilization of the entire control range of the transmission while simultaneously limiting the end position forces which are effective in the end positions of the adjustment means.

Abstract: A method for controlling a continuously variable transmission that includes a multi-stage torque sensor. At least one switchover point from one stage to another stage is determined based upon a given input load and is correlated with transmission operating parameters, such as transmission ratio, hydraulic pressure within a chamber in the torque sensor, and transmission output torque.

Abstract: A CVT has a torque convener (T/C) speed ratio calculation section that determines the speed ratio from the engine speed and the primary pulley speed. The calculation section then calculates the torque ratio from the speed ratio. An input torque estimation section then estimates the input torque input into CVT from the torque ratio and the determined engine output torque. The T/C speed ratio calculation section, having a correction amount calculation section, reduces the speed ratio when the accelerator pedal is depressed to less than Np/Ne. Because the disparity with real value of the speed ratio occurring in the dead time of the respective revolution sensors can be decreased and the input torque properly estimated, slippage between the V belt and the variable pulley is prevented.

Abstract: A shift control apparatus for a continuously variable transmission has a target primary pressure setting unit provided a target primary pressure according to a speed ratio deviation between an actual speed ratio and a target speed ratio; a shift control valve for regulating flow rate of hydraulic oil supplied to the primary cylinder by changing an opening area of the shift control valve according to current supplied to an electromagnetic coil; a primary pressure detecting unit; and a control unit for controlling the speed ratio by correcting a basic current set to be based upon the target primary pressure and supplied to the electromagnetic coil by feeding back the primary pressure detected by the primary pressure detecting unit, so as to have an excellent shift feeling, being able to decrease a fuel consumption by reducing the load of a pump and by quickly shifting to an optimum speed ratio.

Abstract: A control system for a continuously variable transmission provided with a first pulley (1) having two pulley discs (5, 7), with a second pulley (2) having two pulley discs (6, 8) and with a drive belt (10) wound around said pulleys (1, 2) for transmitting torque there between, at least one disc (7) of the first pulley (1) being axially movable with respect to the other disc (5) of the pulley (1) under the influence of an axial force provided on the movable disc (7) by a line pressure (PLP) in a cylinder (11) of a piston/cylinder assembly (11, 13) associated with the the first pulley (1) and at least one disc (6) of the second pulley (2) being axially movable with respect to the other disc (8) of the pulley (2) under the influence of an axial force provided on the movable disc (8) by a second cylinder pressure (P2CP) in a cylinder (12) of a piston/cylinder assembly (12, 14) associated with the the second pulley (2).

Abstract: A control device for a gear of a motor vehicle, where the control device adjusts the speeds or transmissions of a gear according to a control program. In order to improve the setting of options and parameters to influence the control program, it is proposed that a memory be provided in the control device in which the options or parameters to influence the control program are filed in an alterable manner. An input device is connected with the memory and that input device can access the memory in a writing fashion. It is thus possible to set or alter options or parameters to influence the control program via the input device.

Abstract: The invention relates to a method for determining a transmission ratio for an automatic transmission arranged in the drive train of a motor vehicle. Operating parameters of the vehicle and especially of equipment arranged in the drive train are made available in a control apparatus to determine the transmission ratio. The invention provides that the transmission ratio (i) of the transmission is determined in dependence upon an instantaneous vehicle load.

Abstract: To improve the maintainability of a vehicle by properly identifying a worn endless belt in a belt-type automatic transmission and informing a driver of the proper belt replacement interval. The belt replacement timing annunciator relies upon the radii of the endless belt wound around a drive pulley and around a driven pulley that vary to produce shifting change gear ratios. Various operating conditions and the actual change gear ratio for the specific operating condition are detected, and a comparison between a reference change gear ratio and the actual change gear ratio is made to determine if belt replacement is necessary. A timer device provides a predetermined observation interval for avoiding erroneous readings and a display is also provided for indicating the necessity of belt replacement.

Abstract: A continuous variable transmission includes a pair of pulleys forming V-shaped grooves for receiving an endless transmission element for transmitting torque between the pulleys. Each pulley includes at least one axially movable sheave which may be urged axially in the direction of the transmission element by an urging element effecting a clamping force between the sheave and the transmission element, the effected clamping force corresponding to a force sufficient for transmitting a torque to be transmitted by at least virtually slipless friction between the pulley sheaves and the belt, increased by a safety margin expressed as a factor corresponding to a percentage of the torque to be transmitted throughout a major part of the range of torques transmittable to the relevant transmission.

Abstract: A controller 10 calculates a target drive force based on an accelerator pedal operation amount and a vehicle speed. A delay speed ratio which varies with a delay with respect to the actual speed ratio is calculated by applying a delay process on the actual speed ratio of the transmission 2. While the actual speed ratio is undergoing variation, a target engine torque is calculated by dividing the target drive force by the delay speed ratio. The torque of the engine 1 is controlled so that the torque of the engine 1 coincides with the target engine torque. In this manner, it is possible to suppress shift shocks by eliminating sharp variation of the target engine torque during actual speed change.

Abstract: A CVT has primary and secondary pulleys, and a control unit for controlling the transmission ratio by controlling the line pressure applied to the first and secondary pulleys. The control unit calculates a standard step position of a step motor corresponding to the target transmission ratio and provides a command signal representative of the difference between the standard step position and the current position of the step motor. A shift control valve actuated by the step motor controls the pressure to be applied to the primary pulley. The control unit compares the actual transmission ratio with the target transmission ratio, and if the shift is not completed, the control unit commands an additional step number. Unless the shift to the HI side is accomplished when the additional step number reaches the threshold value, the line pressure is increased to achieve the shift.

Abstract: A controller 10 calculates a target drive force based on an accelerator pedal operation amount and a vehicle speed. A speed ratio for calculating a target engine torque is calculated based on the state of the transmission 2. The target engine torque is calculated by dividing the target drive force with the speed ratio for calculating the target engine torque. The torque of the engine 1 is controlled so that the torque of the engine 1 coincides with the target engine torque. During reverse vehicle operation, the speed ratio for calculating target engine torque is corrected to a larger value. In this manner, it is possible to suppress the drive force during reverse vehicle operation while using almost all processes for calculating the target drive force in common during forward and reverse vehicle operation.

Abstract: An arrangement for controlling an infinitely variable vehicle transmission includes an adjusting element which is operable in two modes. In a first mode, the adjusting element can be actuated to select from predetermined transmission gear settings. In the second mode, it can be actuated to cause a continuous adjustment of the vehicle gear. The direction, speed and manner of such adjustment depend on the manner in which the adjusting element is actuated, and optionally vehicle operating parameters. In addition, the adjusting element can be used to select from among driving control modes based on predetermined algorithms, for achieving maximum economy or maximum performance.

Abstract: A vehicle drive apparatus has a pump that supplies operating fluid for performing speed shift control of a power transfer apparatus, and a driving motor that drives the pump. If it is determined that the power transfer apparatus is in a neutral state (N range), it is then determined whether the vehicle is running. If the vehicle is running, it is determined whether the operation speed of the driving motor has reached a speed that allows the pump to produce a predetermined fluid pressure. If that speed has not been reached, the motor operation speed is controlled to the speed that allows the pump to produce the predetermined fluid pressure. The vehicle drive apparatus secures a pressure and a flow of fluid when the power transfer apparatus is operated to the neutral state during the running of the vehicle.

Abstract: A hydraulic pressure control system for a belt-type continuously variable transmission including a speed ratio control mechanism composed of two variable pulleys each having a belt groove with a width that can be changed according to a hydraulic pressure, and a belt member passed over the variable pulleys in engagement with the belt grooves of the variable pulleys so as to transmit a power therebetween. The hydraulic pressure control system includes a line pressure control means for controlling a line pressure supplied to one of the variable pulleys; and a speed ratio control pressure control means for controlling the line pressure as a speed ratio change pressure supplied to the other of the variable pulley according to a desired speed ratio.

Abstract: The invention relates to an urban driving operating method for an electronically controlled automatic transmission in which a driving speed characteristic (vf) is determined and it is possible to recognize an urban driving state when the driving speed characteristic (vf) is within a presettable value range with an upper limit and in which in addition a driving activity characteristic (FCOUNTER) is continuously determined. It is proposed according to the invention that the urban driving state be recognized when the driving activity characteristic (FCOUNTER) is also within a presettable value range with an upper limit and that a drive program optimized for the urban driving state be accessed.

Abstract: A continuously variable transmission includes a primary pulley, a secondary pulley, a drive belt wrapped around the pulleys at a variable radial position between discs of each pulley and a transmission control part for controlling a transmission torque ratio between a maximum and a minimum value (Rmax, Rmin), whose quotient defines a transmission ratio coverage, which is variable in dependence on the rotational speed of the primary pulley.

Abstract: In an engine brake control method for a vehicle provided with a variable-speed V-belt drive including a drive pulley having a movable sheave, a driven pulley, and a V belt extended between the drive pulley and the driven pulley, a position of an engine brake regulating member is detected by a detector. The engine brake regulating member limits an extent of an outward axial movement of the movable sheave of the drive pulley so as to regulate a maximum V-groove width of the drive pulley. A position of the engine brake regulating member is controlled by a controller based on a position signal sent from the detector to the controller. The controller operates an actuator to move the engine brake regulating member so that the engine brake regulating member is located at a desired position relative to the movable sheave of the drive pulley.

Abstract: A hydraulic control system for a transmission including: a first transmission mechanism for transmitting a torque between rotary members and a transmission member by clamping the transmission member between the rotary members with a clamping pressure based on an oil pressure; and a second transmission mechanism for changing the transmission state of the torque by applying/releasing frictional engagement elements with an oil pressure, comprises: an oil pressure source; a first pressure regulator mechanism for regulating an oil pressure outputted from the oil pressure source, to a first oil pressure for establishing the clamping pressure for the transmission member by the rotary members; and a second pressure regulator mechanism for regulating the first oil pressure, as regulated and outputted by the first pressure regulator mechanism, to a second oil pressure for applying the frictional engagement elements.

Abstract: In a method for controlling an automatic transmission of a motor vehicle having an electronic gear control (EGS) that continuously exchanges signals with a vehicle dynamics regulator (FDR), the electronic gear control (EGS) receives signals (SL) of an anti-slip control system (ASC) and/or of an anti-blocking system (ABS). In addition the vehicle dynamics regulator (FDR) is functionally linked with a dynamic stabilizer (DS) which in predefined operating situations issues a signal (SV) to the electronic gear control (EGS) via the vehicle dynamics control (FDR), which signal is processed simultaneously with the incoming signals (SL) from the anti-slip control system (ASC) and/or the anti-blocking system (ABS).

Abstract: A method and apparatus for controlling a continuously variable transmission having an input and output shaft for use with an automotive vehicle. The transmission is operable at a variable speed ratio for transmitting a drive from the input shaft to the output shaft. A target value for the speed of rotation of the input shaft of the transmission is calculated based on the sensed vehicle operating conditions including vehicle acceleration (deceleration). A correction factor per predetermined unit time is calculated based on the vehicle acceleration (deceleration) when the vehicle acceleration (deceleration) exceeds a threshold value with the accelerator pedal being released. The correction factor is used to correct the target input shaft speed value at intervals of the predetermined unit time. The speed ratio is controlled to bring the input shaft speed into coincidence with the corrected target value.