Abstract: A working vehicle includes a vehicle body, a cabin on the vehicle body, a clutch pedal in the cabin, a clutch on the vehicle body, a clutch operator to engage and disengage the clutch, a linkage including first and second ends, the first end being connected to the clutch operator, and a linkage lock to interlock the clutch pedal with the second end of the linkage so that vibrations of the cabin are reduced or prevented from being transmitted to the clutch.

Abstract: A control device for a continuously variable transmission mechanism of a vehicle includes: a stepwise variable transmission mechanism which is disposed in series with the continuously variable transmission mechanism, and which has at least two or more forward gear stages; and a controller configured to increase the belt capacities to be greater than the belt capacity set when an accelerator opening degree is zero, at least in a time period from a timing when the accelerator opening degree becomes zero, to a timing when a braking force is generated by a depression of a brake pedal, the controller being configured to set an increase amount with respect to the belt capacity set when the accelerator opening degree is zero, to a smaller value as a transmission gear ratio of the stepwise variable transmission mechanism is higher.

Abstract: In a working vehicle provided with an engine which is mounted to a travel machine body, a common rail type fuel injection device which injects fuel to the engine, a continuously variable transmission which shifts power from the engine, and the exhaust gas purification device which is arranged in an exhaust system of the engine, in the case that an engine operating point Q relating to a rotating speed N and a torque T of the engine is in a low-speed and low-torque side incapable of self-renewing the exhaust gas purification device, the engine operating point Q is changed to a high-speed and low-torque side capable of self-renewing the exhaust gas purification device, and a change gear ratio of the continuously variable transmission is changed and regulated in such a manner that a vehicle speed V of the travel machine body is not changed.

Abstract: In a vehicle in which an output of an engine is transmitted to a driving wheel through a transmission, an engine control device stops fuel injection of the engine, when engine rotational speed is above a preset specific fuel cut-off rotational speed while the vehicle is coasting; and restarts the fuel injection, when the engine rotational speed falls below a recovery rotational speed while the fuel injection is stopped, wherein the recovery rotational speed is below the specific fuel cut-off rotational speed. When determining that an operating state allows the stop and restart of fuel injection to be repeated, the engine control device sets a hunting-preventing fuel cut-off rotational speed based on an input shaft rotational speed of the transmission, wherein the hunting-preventing fuel cut-off rotational speed replaces the specific fuel cut-off rotational speed.

Abstract: At or before time t2 when a kick-down switch was off, the higher speed a shift ratio selected by a driver is for, the smaller value a restriction rate K is set to. Consequently, driving force in a Mid-gear ratio is more restricted than driving force in a Lo-gear ratio. Further, driving force in a Hi-gear ratio is more restricted than driving force in the Mid-gear ratio. At time t2 when the kick-down switch changes from off to on, the restriction on driving force employing a restriction rate K is removed, whereupon an increment ? in driving force in the Hi-gear ratio is, as it had a greater restricted amount during KD OFF, greater than an increment ? in driving force in the Mid-gear ratio. A natural kick-down feeling responsive to the selected shift ratio is thus realized.

Abstract: A velocity profile can be used in conjunction with vehicle operating condition data to determine a gear shift schedule that mitigates the amount of service brake effort required to slow a vehicle by making optimal use of engine speed, friction and engine brakes. The gear shift point drives the engine to a higher operating speed and greater frictional torque, slowing the vehicle, which can then coast to a desired speed. The gear shift point can be timed to minimize fuel consumption during the maneuver. Thus, a vehicle downshift event is created based on the transmission gear recommendation. The benefit is increased freight efficiency in transporting cargo from source to destination by minimizing fuel consumption and maintaining drivability.

Abstract: An oil pump driven by an engine generates a hydraulic pressure supplied to a frictional engagement element. An accumulator provided at an intermediate position of an oil path supplies the hydraulic pressure generated by the oil pump to the frictional engagement element. A controller stops the engine after a hydraulic pressure reducing condition to reduce the hydraulic pressure supplied to the frictional engagement element holds and the hydraulic pressure supplied to the frictional engagement element is reduced.

Abstract: One disclosed embodiment relates to a propulsion system for a machine. The propulsion system may include a prime mover operatively connected through a continuously variable transmission to a propulsion device. The propulsion system may also include propulsion-system controls that control an operating parameter of the continuously variable transmission, which may include adjusting the operating parameter based on operator input. Controlling the operating parameter may also include determining an adjustment limit for the operating parameter based on one or more operating conditions and applying the adjustment limit to the operating parameter to modify at least one of acceleration and jerk of the machine based on the one or more operating conditions.

Abstract: A method for identifying a driving resistance of a motor vehicle includes the steps of recording values of control and/or state variables of the vehicle during a driving state of the vehicle when a control route is covered, adapting parameters of a vehicle model and/or a model of the area surrounding the vehicle on the basis of the values of the recorded control and state variables, identifying the driving resistance on the basis of the adapted vehicle model and/or the surrounding area model, wherein the parameters of the vehicle model and/or the surrounding area model are adapted on the basis of a distinction between driving states, wherein these driving states include a driving state of a closed drive train with a positive driver demand torque, a driving state of a closed drive train without a positive driver demand torque, and/or and a driving state with an open drive train.

Abstract: One disclosed embodiment relates to a propulsion system for a machine. The propulsion system may include a prime mover operatively connected through a continuously variable transmission to a propulsion device. The propulsion system may also include propulsion-system controls that control an operating parameter of the continuously variable transmission, which may include adjusting the operating parameter based on operator input. Controlling the operating parameter may also include determining an adjustment limit for the operating parameter based on one or more operating conditions and applying the adjustment limit to the operating parameter to modify at least one of acceleration and jerk of the machine based on the one or more operating conditions.

Abstract: The described system and method allow a controller to calibrate a transmission variator of a continuously variable transmission for torque control by obtaining static and dynamic qualities and parameters of the variator through an automated calibration procedure. The system and method employ a pair of transmission mode configurations and operational configurations in combination to obtain system-specific information. In this way, the system is able to calibrate out the system variations to provide effective feed forward torque control of the continuously variable transmission. In an embodiment, a first calibration operation is performed while the transmission is neutralized and a second calibration operation is performed while the transmission is engaged in a mode providing a fixed variator output speed.

Abstract: Methods and systems for managing acceleration of a motor vehicle having an automatic transmission by controlling transmission turbine acceleration are provided. A desired transmission turbine acceleration is determined based on vehicle speed, turbine speed, and other information obtained from the vehicle transmission. One or more torque limits are determined as a function of the turbine acceleration. The torque limits are applied to manage acceleration of the vehicle.

Abstract: A coast stop vehicle which stops an engine during the travel of the vehicle is provided with a variator including a pair of pulleys and a belt mounted between the pulleys and capable of continuously changing a speed ratio. A controller judges whether or not coast stop conditions to stop the engine during the travel of the vehicle hold, stops the engine when the coast stop conditions hold, and prevents the speed ratio from being upshifted to a higher side than a speed ratio at the time of starting the coast stop control during the coast stop control.

Abstract: An automatic transmission shift control apparatus is basically provided with deceleration operating condition detecting section, a first shift phase control section and a second shift phase control section. The deceleration operating condition detecting section detects a vehicle coasting condition. The first shift phase control section control a gear ratio of an automatic transmission installed in a vehicle using a first shift phase control after detecting the vehicle coasting condition has started such that a deceleration rate of the vehicle enters a deceleration region. The second shift phase control section control the gear ratio of the automatic transmission after the first shift phase control ends such that the deceleration rate of the vehicle enters a constant speed region.

Abstract: A vehicle coasting deceleration control system has a motor/generator arranged in a drive-train of a vehicle. A controller is configured to determine a driver demand regarding deceleration of the vehicle at a time of coasting accompanied by an accelerator releasing operation. The controller is further configured to control the motor/generator to decelerate the vehicle according to the determined driver demand regarding deceleration.

Abstract: In deceleration control apparatus and method for an automotive vehicle, a deceleration control is performed on the basis of a turning of the vehicle; and a controlled variable of the deceleration control is decreased when the vehicle is traveling on an outlet of a curved road.

Abstract: A method is disclosed for controlling engine braking horsepower for a power transmission mechanism in a vehicle powertrain. The transmission mechanism has multiple-ratio gearing and a continuously variable transmission unit arranged in parallel disposition. A target engine speed during an engine braking mode is maintained by controlling the ratio of the continuously variable transmission unit.

Abstract: An automatic transmission shift control apparatus is basically provided with deceleration operating condition detecting section, a first shift phase control section and a second shift phase control section. The deceleration operating condition detecting section detects a vehicle coasting condition. The first shift phase control section control a gear ratio of an automatic transmission installed in a vehicle using a first shift phase control after detecting the vehicle coasting condition has started such that a deceleration rate of the vehicle enters a deceleration region. The second shift phase control section control the gear ratio of the automatic transmission after the first shift phase control ends such that the deceleration rate of the vehicle enters a constant speed region.

Abstract: A shift control system includes a belt-type continuously variable transmission (CVT) with primary and secondary pulleys, a shift actuator that regulates an oil pressure supplied to the primary or secondary pulley to vary an actual transmission ratio of the CVT, and a control unit that controls the shift actuator. The control unit sets a target transmission ratio in a first mode when a normal driving range is selected and in a second mode when an engine braking range is selected, drives the shift actuator to adjust the actual transmission ratio to the target transmission ratio, determines a delay time to delay the setting of the target transmission ratio in the second mode at the time of range switchover from the normal driving range to the engine braking range, and holds the target transmission ratio set in the first mode until the delay time has elapsed from the range switchover.

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: When an operator takes his foot from an accelerator pedal, a returning speed of the accelerator pedal is calculated from a signal of an accelerator sensor. In case where the returning speed is larger than a reference value, it is judged that the operator intends to decelerate a vehicle with an engine brake applied and the speed ratio of the continuously variable transmission is fixed to a value at the moment when the operator releases the accelerator pedal. As a result, the vehicle decelerates while the engine brake is exerted. In case where the returning speed is smaller than the reference value, it is judged that the operator intends to run the vehicle by inertia and the speed ratio of the transmission is changed to a speed ratio on an overdrive side so as to allow a coasting operation.

Abstract: The invention concerns a method and a drive arrangement for controlling an internal combustion engine, said internal combustion engine acting via a variable transmission, particularly a continuously variable transmission, on drivable wheels or the like of a motor vehicle, in which a fuel feed to the internal combustion engine is at least reduced in dependence on an operating state and the internal combustion engine operates in overrun mode and a gear ratio of the transmission is adjusted, independently of driver intention, in dependence on at last one operating parameter of the motor vehicle. It is provided that during overrun operation of the internal combustion engine (12), the gear ratio is controlled in such a way as to maximize the time interval for which the internal combustion engine (12) operates in the overrun operating state.

Abstract: A method is proposed of detecting the rotational direction of the output shaft of an automatic transmission while the motor vehicle whose drive train is decoupled in rest position starts to roll. A rotational speed sensor (1) is provided, which outputs a signal produced by a transmitter wheel (2) during rotation of the output shaft of an electronic transmission control. A time-related behavior of a detected parameter (n_AB) is compared with appertaining characteristic values for a drive state in the forward travel (D) or reverse travel (R) in order to detect a drive state, a calculation of the synchronization point being carried out according to the detected drive state. In addition, a device is proposed for carrying out the method.

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: An engine brake control system for a vehicle provided with a variable-speed V-belt drive (15) including a drive pulley (6) and a gear transmission (13) disposed below the variable-speed V-belt drive (15) with respect to a power transmitting direction comprises a traveling speed sensor (110), a traveling mode discriminating sensor (111), an engine brake device capable of making engine brake effective by restricting the decrease of the effective diameter of the drive pulley while the vehicle is traveling at a traveling speed not lower than a predetermined traveling speed, and an engine brake control system which makes engine brake ineffective by removing restriction on the decrease of the effective diameter of the drive pulley (26) while the traveling mode discriminating sensor is providing a signal indicating that the vehicle is traveling in a reverse travel mode.

Abstract: A motor vehicle wherein the combustion engine normally transmits torque to the wheels by way of an infinitely variable ratio transmission but receives torque from the wheels when the vehicle is coasting. The operator of the vehicle can manipulate one or more components (e.g., the gas pedal) of an actuating unit which includes one or more sensors arranged to monitor one or more parameters of the vehicle, and the ratio of the transmission is automatically regulated—at least temporarily—when the vehicle is coasting so that the speed of the coasting vehicle does not increase but decreases or remains unchanged. For example, one sensor can monitor the speed of the motor vehicle and another sensor can ascertain whether or not the gas pedal is depressed.

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: An engine brake control system for a vehicle provided with a variable-speed V-belt drive (15) including a drive pulley (6) and a gear transmission (13) disposed below the variable-speed V-belt drive (15) with respect to a power transmitting direction comprises a traveling speed sensor (110), a traveling mode discriminating sensor (111), an engine brake device capable of making engine brake effective by restricting the decrease of the effective diameter of the drive pulley while the vehicle is traveling at a traveling speed not lower than a predetermined traveling speed, and an engine brake control system which makes engine brake ineffective by removing restriction on the decrease of the effective diameter of the drive pulley (26) while the traveling mode discriminating sensor is providing a signal indicating that the vehicle is traveling in a reverse travel mode.

Abstract: The proposal is for a process for controlling a CVT of the bevel-pulley-belt type in which, on the occurrence of a wheel-locking drive situation, a converter bridging clutch is disengaged and at the same time a forward or reverse drive clutch is disengaged. The pressure level of the secondary pulley (3) is hereby raised and the transmission ratio of the CVT is changed in accordance with a predeterminable transmission ratio change and a predeterminable gradient.

Abstract: A driving motor stopping unit for a vehicle, which vehicle allows transmission of driving force from a driving motor to driving wheels irrespective of releasing an accelerator pedal at a certain or lower vehicle speed when a transmission is selected to a driving range, wherein said vehicle is further provided with a driving force decreasing unit which switches the driving force in accordance with depression of a brake pedal such that the driving force is made lower at a depression of the brake pedal than at a release of the brake pedal, and the driving motor is stopped after the driving force is decreased by the driving force decreasing unit.

Abstract: A continuously variable transmission that can provide a sufficient engine braking during a downhill running time with neither complicating the control nor inviting an increase in the program capacity is established. In a gear ratio control system 60 for gear ratios in the continuously variable transmission coupled to an engine, setting means 51 to 55 set a target speed of an input unit 21 of the continuously variable transmission during the downhill running time on the basis of a target output of the engine. Control means 56 controls the gear ratios of the continuously variable transmission so that the real speed of the input unit 21 may become the target speed of the input unit 21.

Abstract: An apparatus for changing the transmission ratio of a continuously adjustable transmission as part of a cruise control system for motor vehicles, this part being provided with a controller (18) for the formation of a change value (ISOLL) for the transmission ratio as a function of the difference by which the actual value of the speed of travel (VIST) in overrun operation exceeds a stipulated value (VSCHRUB). An adding stage (20) is used for the formation of a desired value (ISOLL—F) for the transmission ratio from the change value (ISOLL) and the stored desired value (IVSCHUB) of the transmission ratio at the beginning of overrun operation, it being possible for this desired value (ISOLL—F) to be fed to a transmission-ratio controller for the transmission. As a result, a defined increase in vehicle speed leads to a similar change in the transmission ratio in each vehicle-speed range, and the transmission intervention is always ended exactly at the same transmission ratio at which it began.

Abstract: In a vehicle provided with a continuously variable transmission, when a target speed change ratio sharply decreases due to the release of an accelerator pedal from depression, a real speed change ratio of the continuously variable transmission which follows the target speed change ratio may undershoot the target speed change ratio. Due to this undershoot, the engine rotation speed may temporarily fall below a permitted level. Therefore, the variation rate of the speed change ratio of the transmission is decreased in the terminal phase of the shifting process of the speed change ratio.

Abstract: An integrated driving-torque control system for an automotive vehicle with a continuously variable automatic transmission (CVT) and an electronically-controlled engine, comprises a desired transmission ratio arithmetic-calculation circuitry calculating a required axle-driveshaft driving torque from an accelerator depression amount and a vehicle speed, and retrieving a desired transmission ratio on the basis of the required axle-driveshaft driving torque and the vehicle speed VSP. An electronic control unit (ECU) executes automatic shifting control for the CVT so that an actual transmission ratio is adjusted to the desired transmission ratio. A first arithmetic-calculation circuitry calculates a first desired engine output torque corresponding to the required axle-driveshaft driving torque, whereas a second arithmetic-calculation circuitry calculates a second desired engine output torque corresponding to the accelerator depression amount.

Abstract: The invention relates to an adjustment of the transmission ratio of a transmission having a primary end and a secondary end. The transmission is continuously variably adjusted with respect to its transmission ratio and is mounted between a vehicle engine and the drive wheels. According to the invention, means are provided by means of which a deceleration state of the vehicle of a pregivable or pregiven extent is determined. The output rpm of the vehicle engine is adjusted or controlled in dependence upon the detected rpm of the primary end in response to the determination of one such deceleration state. With the invention, it can be ensured that the vehicle with a CVT transmission comes to standstill for a transmission ratio close to the start transmission ratio even for especially intense decelerations at low speeds (30 to 60 km/hour).

Abstract: A control apparatus and control method for an engine powertrain of a vehicle including a CVT type automatic transmission and a lean burn engine. The control apparatus is designed to compute an engine torque in a stoichiometric area or a lean burn area, calculate an output torque from a present transmission ratio and a present torque ratio, calculate a transmission ratio change so that the output torque approximates a target torque, and vary the transmission ratio. With this configuration, shock due to steps in the output torque can be prevented to obtain a comfortable acceleration feeling.

Abstract: In a vehicle comprising a continuously variable transmission, an engine braking force is increased or decreased via speed ratio control. First, a first target speed ratio is determined based on a vehicle speed. Information relating to vehicle running conditions is acquired, and the first target speed ratio is modified to a second target speed ratio according to this information by controlling the speed ratio of the continuously variable transmission to the second target speed ratio. Hence, the optimum engine braking force is obtained according to the running conditions.

Abstract: An infinitely variable transmission has a gear neutral (GN) point and serves as an output member by torque circulation. When a pulley ratio thereof is within a predetermined range from the GN point, a coasting state occurs which may hinder smooth torque transmission based on the transmission efficiency and generate a great engine braking effect (failure in the transmission resulting from the coasting state) based on a large gear ratio. When the pulley ratio assumes a predetermined value that may cause failure in transmission resulting from the coasting state, upon release of the accelerator pedal, an electronic throttle system performs control such that the engine outputs a predetermined torque. Thus a positive driving state is always established. In this state, the continuously variable transmission (CVT) is shifted in the upshift direction to escape rapidly from a range defined by the pulley ratio of the predetermined value.

Abstract: A vehicle having an antilock brake system to control a brake so as to suppress locking of wheels when a slip ratio of the wheels exceeds a predetermined value is also provided with a continuously variable transmission (CVT). When antilock brake control is being performed, a drive shaft torque controller computes a command torque of an engine and command drive ratio of the CVT so that a drive shaft torque is a predetermined torque. An engine controller controls the engine according to the command torque and a CVT controller controls the transmission according to the command drive ratio.

Abstract: A system for adjusting the gear ratio of a transmission is continuously adjusted with respect to its gear ratio and mounted downstream of the vehicle motor. Furthermore, downhill travel is detected and the adjustment of the gear ratio of the transmission is made in dependence upon the detected downhill travel. The system is are provided for adjusting the gear ratio in reaction to the detected downhill travel in such a manner that the transmission input rpm and/or the engine rpm increases in a pregiven manner. The advantage of the system is that the transition from normal operation (no downhill travel) to the downhill travel function of the system takes place at first unnoticeable for the driver because the engine rpm increases in a manner not unexpected for the driver.

Abstract: In a continuously variable transmission (CVT) for a vehicle wherein a belt of V-shaped cross-section is looped around a drive pulley and a driven pulley respectively having grooves of identical shape to this belt, and the width of the groove of each pulley is varied according to a supplied oil pressure, an oil pressure when an accelerator pedal is released is maintained at or above a predetermined value. The oil pressure is controlled according to a torque input to the drive pulley, and the input torque varies according a depression amount of the accelerator pedal. As a result, the speed change ratio easily varies due to insufficient oil pressure when the accelerator pedal is released. This invention stops decline of oil pressure when the accelerator is released, and thereby prevents variation of the speed change ratio due to release of the accelerator pedal. This is especially useful when the speed change ratio of the transmission has been fixed by the driver in a manual speed change mode.

Abstract: A method of controlling an electronically controlled, continuously variable transmission (3), according to which an electronic control device (15) determines a parameter K1 (24) on the basis of input variables, for example driving activity and topography. The parameter K1 (24) brings about a variation of an operating point.

Abstract: An apparatus for controlling a continuously variable transmission for use with an automotive vehicle. The transmission is operable at a variable speed ratio for transmitting a drive from its input shaft to its 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 and vehicle speed. The target input shaft speed value is corrected to bring the vehicle acceleration into a predetermined range in the presence of the released accelerator pedal indicative signal. The speed ratio is controlled to bring the input shaft speed into coincidence with the corrected target input shaft speed value. The corrected target input shaft speed value is restricted below an upper limit set based on the vehicle speed.

Abstract: A braking system for a wheeled vehicle includes a continuously variable transmission that replaces conventional braking systems. In one embodiment, a single continuously variable transmission is used from which power is distributed to either the front wheels, the back wheels, or to all of the wheels. In an alternate embodiment, at least two continuously variable transmission controls are fitted, each being connected to a wheel. The braking system may be powered by either an electric motor or an internal combustion engine.

Abstract: An apparatus for controlling a continuously variable transmission for use with an automotive vehicle. The transmission is operable at a variable speed ratio for transmitting a drive from its input shaft to its 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. A correction factor per predetermined unit time is calculated based on the sensed vehicle acceleration when the sensed vehicle acceleration exceeds a threshold value with the accelerator pedal released. The correction factor is added to the target input shaft speed value to correct the target input shaft speed value in an increasing direction at intervals of the predetermined unit time. The threshold value is decreased as the vehicle speed increases. The speed ratio is controlled to bring the input shaft speed into coincidence with the corrected target value.

Abstract: A control apparatus for a vehicle having a continuously variable transmission between an engine and a drive shaft prevents the transmission from shifting up when an accelerator is released on a curved uphill road, which also prevents transmission-gear-ratio hunting. A high-speed-side upper limit "imax" on the speed change ratio of the transmission is set according to a decreasing function with respect to the absolute value .vertline.R.THETA..vertline. of a hill-climbing resistance and a vehicle speed VSP. A target transmission speed change ratio "itgt", which is determined according to a target horsepower calculated from the hill-climbing resistance, is compared with the upper limit "imax", and if "itgt"> "imax", "itgt" is limited to "imax".

Abstract: In order to improve steering performance and braking performance specifically on a low .mu. road surface during operation of engine braking, there are provided, in a shift control system of a continuously variable transmission, a sensor for determining a wheel deceleration, and a shift controller for changing a shift pattern adequately. When an engine brake range such as a 2 range or an L range is selected, and the wheel deceleration becomes greater than a predetermined deceleration level, the shift controller changes an upshift limit of the engine brake range, to a smaller transmission ratio. By reducing the transmission ratio in this way, the shift control system can reduce an engine braking force applied to the drive wheels and an inertia torque of the transmission against the driving force applied to the drive wheels by the road surface, so that the wheel speed can readily increase to achieve a desirable degree of wheel slip.

Abstract: A method for controlling a continuously variable transmission, preferably activated electro-hydraulically, of a motor vehicle equipped with an internal combustion engine, provides for an increase of the transmission ratio while braking and especially while approaching a curve. Adherence to certain boundary conditions for this guarantees a safe driving behavior. The braking effect of the internal combustion engine is used more effectively by increasing the transmission ratio, so that the service brake is relieved of stress. In connection with a transmission-ratio retention mechanism before, during, and after curves, the motor vehicle with a continuously variable transmission controlled by this method can be accelerated nearly without delay when it comes out of the curve.

Abstract: An apparatus for controlling a continuously variable transmission for use with an automotive vehicle. The transmission is operable at a variable speed ratio for transmitting a drive from its input shaft to its 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 and vehicle speed. The target input shaft speed value is corrected to bring the vehicle acceleration into a predetermined range in the presence of the released accelerator pedal indicative signal. The speed ratio is controlled to bring the input shaft speed into coincidence with the corrected target input shaft speed value. The corrected target input shaft speed value is restricted below an upper limit set based on the vehicle speed.

Abstract: An apparatus for controlling a continuously variable transmission for use with an automotive vehicle. The transmission is operable at a variable speed ratio for transmitting a drive from its input shaft to its 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. A correction factor per predetermined unit time is calculated based on the sensed vehicle acceleration when the sensed vehicle acceleration exceeds a threshold value with the accelerator pedal released. The correction factor is added to the target input shaft speed value to correct the target input shaft speed value in an increasing direction at intervals of the predetermined unit time. The threshold value is decreased as the vehicle speed increases. The speed ratio is controlled to bring the input shaft speed into coincidence with the corrected target value.