JPH03204460A - Control device for continuous variable transmission - Google Patents

Abstract

PURPOSE:To improve the accuracy of ABS function by setting a variable speed region in which changes in transmission gear ratio are small and outputting a target transmission gear ratio for ABS (antilock brake system) during the operation of ABS, and setting a transition region at the time of return after the operation of ABS and outputting a variable speed for return. CONSTITUTION:When a control unit 40 judges danger of wheel-locking during braking by a judgement unit 63, a modulator 34 modulates brake-liquid pressure in an ABS control system to operate ABS. During the operation of ABS, in a variable speed control system, variable speed control is performed by a target transmission gear ratio for ABS in which change in transmission gear ratio determined by a reference unit 67 is small so that the transmission gear ratio is not changed do much even under the conditions where the wheel speed is reduced and changed. Further, at the time of return after the operation of ABS, a transition region is set by a transition control unit 69 under the condi tion where deviation of target values of transmission gear ratio, etc. from actual values is large, and variable speed control is performed by the use of a special variable speed for return. Return can thus be smooth and proper in response to the conditions of operation, travel, and return.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention is applicable to anti-lock braking systems (ABS).
) in vehicle belt-type continuously variable transmissions equipped with ABS
The present invention relates to a control device during operation, and specifically relates to shift control when ABS is activated and when returning after activation.

[Conventional technology]

Generally, as a safety measure, anti-lock braking systems are used in automobiles and other vehicles to ensure directional stability and maneuverability by preventing wheels from locking when braking suddenly or when braking on low-friction roads (low-μ roads). It is becoming popular. This ABS
According to the ``brake fluid pressure'', the wheel speed is electronically controlled to prevent wheel lock, so it is suitable for vehicles that strictly control gear shift and line pressure based on wheel speed and other various information, such as a continuously variable transmission. In this case, the influence of ABS operation on continuously variable speed control is very large. For this reason, ABS
During operation, it is desirable to mutually optimize ABS control and continuously variable speed control.

Here, as a countermeasure for the continuously variable speed control system when ABS is activated,
There is optimization of speed change control when wheel speed suddenly decreases and fluctuates. That is, as described above, the continuously variable transmission regards the wheel speed as the same as the vehicle speed, and performs upshift control in response to an increase in the secondary boost rotational speed on the wheel side, and downshift control in response to a decrease in the secondary boost rotation speed on the wheel side. Therefore, when the wheel speed suddenly decreases when the ABS is activated, downshift control is performed rapidly, and when the wheel speed recovers due to brake fluid pressure reduction, upshift control is performed, resulting in a drastic change in the gear ratio. Therefore, it is difficult to correlate the actual vehicle speed and the pseudo vehicle speed in the ABS control system. In addition, drastic changes in the gear ratio can cause unpleasant vibrations to the driver and damage the durability of continuously variable transmission belts. Even if there is a change in the gear ratio, the continuously variable transmission needs to control the speed change quietly with little change in the gear ratio regardless of the fluctuation.

Therefore, conventionally, regarding the shift control during ABS operation,
For example, there is a prior art disclosed in Japanese Patent Publication No. 53-24687. Here, when the slippage between the drive wheels and the road surface is less than a set value, it is shown that the speed ratio change speed of the continuously variable transmission is slowed down to suppress slippage.

[Problem to be solved by the invention]

By the way, in the prior art described above, regarding traction control during acceleration, the occurrence of slip is suppressed by the speed ratio change speed of the continuously variable transmission, and cannot be applied to ABS control of brake operation.

Generally, when there is a risk of wheel locking during brake operation and the ABS is activated, the gear ratio is shifted to the high speed side to the extent that it is possible, so when ABS is activated, it is necessary to reduce the change in the gear ratio on the high speed side. be. In addition, when returning from ABS operation, the deviation between the target gear ratio and the actual gear ratio may become large, and if it returns suddenly at this time, there will be problems such as a large change in the behavior of the vehicle. It is also desirable to have smoother speed change control.

The present invention has been made in view of the above points, and its purpose is to control the transition from ABS operation to normal control when special shift control is performed during ABS operation in the control system of a continuously variable transmission with ABS. It is an object of the present invention to provide a control device for a continuously variable transmission capable of optimizing speed change control at the time of return.

[Means to solve the problem]

In order to achieve the above object, the control device for a continuously variable transmission of the present invention provides a control system for a continuously variable transmission with an anti-lock brake system that includes an anti-lock brake system in the brake system.・An ABS operation determination means that determines when the brake system is activated and when it returns after activation, and the anti-lock brake system is activated by setting the target gear ratio for the anti-lock brake system to a gear ratio range where the change in gear ratio is small. a target gear ratio search means for the anti-lock brake system that outputs a target gear ratio when the anti-lock brake system is activated; a transition region determining means that determines a transition region when the anti-lock brake system returns after activation; and a transition region determining means that determines and outputs a shift speed for return and a return shift speed setting means.

[For production]

Based on the above configuration, when there is a risk of wheel locking during brake operation, the ABS control system modulates the brake fluid pressure and activates the ABS. When this ABS is activated, in the shift control system of the continuously variable transmission, ABS with a small change in gear ratio is
Therefore, even if the wheel speed decreases and fluctuates, the speed ratio does not change much regardless of the situation. In addition, when returning after ABS activation, a transition region is set under conditions where the deviation between the target value and the actual value of the gear ratio etc. is large, and the gear change is controlled using a special gear change speed for return, which allows the operation After one run, the vehicle returns smoothly and appropriately according to the return conditions.

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

In FIG. 2, an outline of a transmission system including a continuously variable transmission to which the present invention is applied will be explained. An engine I is connected to a primary shaft 5 of a continuously variable transmission 4 via an automatic clutch 21 and a forward/reverse switching device 3. do.

The continuously variable transmission 4 has a primary shaft 5 and a secondary shaft 6.
are arranged in parallel, a primary pulley 7 is provided on the primary shaft 5, a secondary pulley 8 is provided on the secondary shaft 6, and a primary cylinder 9. is provided on the movable side of the primary pulley 7 and secondary pulley 8. A secondary cylinder 10 is equipped and a drive belt 11 is wound around it. Here, the primary cylinder 9 is set to have a larger pressure-receiving area, and due to the primary pressure, the winding of the drive belt 11 around the primary pulley 7 and the secondary pulley 8 changes the ratio of diameters so that the speed is continuously variable. .

Further, the secondary shaft 6 is connected to an output shaft 13 via a set of transmission gears 12, and the output shaft 13 is connected to a final gear 14. The transmission is configured to be transmitted to drive wheels 16 via a differential device 15.

Next, the hydraulic control system of the continuously variable transmission 4 will be explained. It has an oil pump 20 driven by the engine 1, and a line pressure oil passage 21 on the discharge side of the oil pump 20 is connected to a secondary cylinder lO, a line pressure control valve. 22. It communicates with the speed change control valve 23 , and from the speed change control valve 23 through an oil passage 24 with the primary cylinder 9 . The line pressure oil passage 21 is further connected to a solenoid valve 27, 28 via an orifice 32.
and one of the speed change control valves 23, and the line pressure is the source pressure of each solenoid valve 27,28. Each solenoid valve 27, 28 is turned on, for example, to discharge pressure, and turned off, and outputs a hydraulic pressure equal to the line pressure, and generates such a pulse-like control pressure. The control pressure from the solenoid valve 27 acts on the line pressure control valve 22 through the oil passage 25.

On the other hand, the pulse-like control pressure from the solenoid valve 28 acts on the other shift control valve 23 through the oil passage 26. In addition, the reference numeral 29 in the figure indicates a sensor shoe 30 that is engaged with the primary pulley 7 and mechanically controls the line pressure according to the gear ratio.
is the oil pan.

The line pressure control valve 22 is controlled by the control pressure from the solenoid valve 27 to control the gear ratio 1. Line pressure PL is controlled based on engine torque T.

The speed change control valve 28 is connected to the line pressure of the source pressure and the solenoid valve 2B.
Due to the relationship with the pulse-like control pressure from the oil passage 21.2
4 and an oil drain position to drain the oil passage 24.

Then, depending on the duty ratio, the operating states of the two positions are changed to control the flow rate Q of oil supply or drainage to the primary cylinder 9, thereby controlling the speed change.

Next, a brake control system capable of ABS control will be described.

First, a master cylinder 32 that generates brake fluid pressure when a brake pedal 31 is depressed is connected to an ABS control module 34 via a pipe 33a. The driving wheel 1 is then connected from the modulator 34 through a pipe 33b.
It is connected to the brake 35 of No. 6, and is also connected to the driven wheel side via a pipe 33c having a blowing valve 36. The modulator 34 has solenoids for pressure reduction, speed increase, holding, etc., and the control unit 40
A solenoid is actuated by a signal from the ABS to automatically control hydraulic pressure.

Referring to FIG. 1, the electronic control system will be explained.

First, the speed change control system will be explained. The primary pulley 7, the secondary pulley 8. Each rotation speed sensor 41, 42, 43 of the engine 1 and the throttle opening sensor 44
has. In the control unit 40, the rotation speed signals Np and Ns from both pulley rotation speed sensors 41 and 42 are as follows.
This is input to the actual gear ratio calculating section 45, and the actual gear ratio 1 is determined by 1-Np/Ns. Further, the signal Ns from the secondary boost rotation speed sensor 42 and the signal θ from the throttle opening sensor 44 are manually input to the target gear ratio search section 46 . The speed change pattern of the throttle opening θ and the target speed ratio +S is set as a table of θ-Ns, for example, and the target speed ratio is is searched from the values of Ns and θ using this table. This target gear ratio IS is determined by the target gear ratio calculation unit 4.
7, and the target speed ratio change speed dis/dt is calculated from the amount of change ΔIs of the target speed ratio 1s every fixed time Δ. The actual gear ratio 1° of the actual gear ratio calculation unit 45, the target gear ratio lS in steady state of the target gear ratio search unit 46, the target gear ratio change speed dis/dt of the target gear ratio calculation unit 47, and the coefficient setting unit 48 The coefficient ++ and 2 are input to the shift speed calculating section 49, and di/dt - K I X (fs-1) 10K 2X
Shift speed di/dt is calculated from dls/dt.

In the above shift speed di/dtO equation, (is
The term i) is a control amount due to the deviation between the target speed ratio IS and the actual speed ratio 1. If this control amount is controlled with the same manipulated variable, the first-order delay will occur due to various delay elements in the control system of the continuously variable transmission. This results in a delay and poor convergence.

Therefore, the target gear ratio change speed di in the entire vehicle system is
The phase lead element of s/di is determined and this is added to the above control amount in advance to determine the manipulated variable. So-called feedforward control is performed, which absorbs delay components and improves convergence.

The signal di/ of the gear change speed calculation unit 49 and the actual gear ratio calculation unit 45
dt and i are further input to the duty ratio search section 50.

According to the relationship between duty ratio D - f (di/dt, t), a table of shift speed di/dt and actual gear ratio 1 is set, and when shifting up, the duty ratio is set to a value of 50% or more, for example. In the case of downshifting, the duty ratio is assigned to a value of 50% or less.

For upshifting, the duty ratio is set as a decreasing function for 1 and as an increasing function for l di/di l, and for downshifting, the duty ratio is set as an increasing function for i, and ctl/dt is set as a decreasing function. Therefore, the duty ratio is searched using such a table. And the duty ratio search section 5
A signal corresponding to the duty ratio from 0 is input to the solenoid valve 28 via the drive section 51.

Next, the line pressure control system will be explained. The signal θ of the throttle opening sensor 44, the engine rotation speed sensor 43
The signal Ne is manually input to the engine torque calculation unit 52, and
Find the engine torque T from the -Ne table. On the other hand, based on the actual gear ratio 1 from the actual gear ratio calculation unit 45, the required line pressure setting unit 53 calculates the required line pressure PLu per unit torque, and combines this with the engine torque calculation unit 5.
The engine torque T of No. 2 is input to the target line pressure calculation unit 54, and the target line pressure PL is calculated from PL−PLυ·T.

The output PL of the target line pressure control system 54 is input to a duty ratio setting section 55 to set a duty ratio corresponding to the target line pressure PL. A signal corresponding to this duty ratio is input to the solenoid valve 27 via the drive section 56.

Furthermore, regarding the ABS control system, there is a front wheel rotation speed sensor 60 that detects the front wheel rotation speed NF as an input signal. It has a rear wheel rotation speed sensor 61 that detects the rear wheel rotation speed NR. A vehicle speed detection section 62 receives the front wheel rotation speed NF and rear wheel rotation speed NR. It has a wheel lock determination section 63. The vehicle speed detection unit 62 detects the front wheel rotation speed NF.

The vehicle body speed V is detected based on the average of the rear wheel rotation speed NR, and the wheel lock determination unit 6S detects the front wheel rotation speed NF and the rear wheel rotation speed NR.
It is determined that the wheels are locked when the deceleration dN/dt of
Enter 4. The hydraulic pressure control unit 64 outputs a pressure reduction signal by comparing the front wheel rotational speed NF or rear wheel rotational speed NR that is likely to lock up with the pseudo vehicle speed, and when the front wheel rotational speed NF or rear wheel rotational speed NR recovers, the speed is increased. Outputs a hold or boost signal appropriate for the change. Then, the output determination unit 65 outputs A to each solenoid of the modulator 34 according to each of these signals.
It is designed to output a BS signal.

In the above control system, measures to control the speed change when ABS is activated and when it returns after activation will be described.

First, the ABS operation determination section 66 is manually operated by the ABS signal of the output determination section 65 of the ABS control system, and the ABS operation 1 is detected.
Determine recovery after activation. Also, the normal target gear ratio is
has an ABS target gear ratio search unit 67 for the target gear ratio determination unit 46, and outputs the ABS target gear ratio Is′ of the ABS target gear ratio search unit 67 in response to an ABS operation signal in the switching unit 68; The calculation unit calculates the ABS target gear ratio is'
The shift speed di/dt is calculated based on the deviation between the actual gear ratio I and the actual gear ratio I.

Here, the target gear ratio is' for ABS will be described.

First, in the speed change pattern shown in FIG. 3, a minimum speed change line LL is set at the lowest constant rotation speed of the primary pulley rotation speed Np between the maximum speed change ratio i and the minimum speed change ratio IH, and the normal target speed change ratio is set. is is this lowest shift line ft
L is set to control downshifting during deceleration. Therefore, if we compare the amount of change in the gear ratio Δi with respect to the amount of change ΔNs in the same secondary pulley rotation speed Ns along the lowest gear ratio line LL on the side of the maximum gear ratio jL and the minimum gear ratio ill, we find that the side of the minimum gear ratio is becomes smaller.

Therefore, in order to reduce the change in gear ratio during operation, Δ1/
It is sufficient to shift gears in a state where ΔNs is small, that is, on the side of the minimum gear ratio IH. Therefore, the lowest gear ratio line I'L for other uses is set to the lowest gear ratio in, as shown by the dashed line in FIG.
remains constant, and then the primary pulley rotation speed N
p is set to gradually decrease, and the high speed side of the minimum gear ratio II is greatly expanded.Then, by the lowest gear shift line 1' of this map, the target gear ratio is' for ABS is set. Searched.

Also, the gear change control system upon recovery after ABS operation will be described.

ABS target gear ratio 1s' as described above during ABS operation
If the gear shift is controlled to the high speed side using the
s is set close to the maximum speed ratio, and the deviation between the target speed ratio IS and the actual speed ratio 1 becomes very large. Therefore, under such conditions, it is preferable to specifically determine the speed change speed according to the driving and traveling conditions.

Therefore, a transition region determining section 69 is provided to which the operation signal, the target speed ratio iS, and the actual speed ratio 1 are input. Establish. In addition, a return shift speed setting section 70 receives input of secondary pulley rotation speed Ns, target change speed IS, actual speed ratio 1° throttle opening θ, engine torque Te, etc.
, and set the return gear speed ΔI to the secondary pulley rotation speed Ns, the target gear ratio 1s, and the actual gear ratio 1. It is specially determined by a function of the throttle opening θ, etc. In this case, the return shift speed Δi is a decreasing function with respect to the secondary pulley rotation speed Ns actual change speed i as shown in Fig. 4(a). , throttle opening θ, and target gear ratio Is as shown in Fig. 4 (b
) is determined by an increasing function.

In the case of the transition region, the switching section 71 outputs the return shift speed Δi.

Next, the operation of the continuously variable transmission control device configured as described above will be explained.

First, power from the engine 1 corresponding to the depression of the accelerator is input to the primary pulley 7 of the continuously variable transmission 4 via the clutch 21 and the forward/reverse switching device 3, and the power is input to the primary pulley 7 of the continuously variable transmission 4. The power that has been shifted by the secondary pulley 8 is output, and is transmitted to the drive wheels 16 to drive the vehicle.

In the line pressure control system during driving, the target line pressure is set larger as the engine torque Te becomes larger in the lower gears where the actual gear ratio I is larger, and a signal with a corresponding larger duty ratio is sent to the solenoid valve 27. By inputting and generating a small control pressure and operating the line pressure control valve 22 with the averaged pressure, the line pressure PL of the line pressure oil passage 21 is increased. Then, as the gear ratio 1 becomes smaller and the engine torque Te becomes smaller, the duty ratio is reduced and the control pressure is increased, so that the line pressure PL is controlled to decrease as the drain amount increases.
Thus, the boot pressing always exerts a force which corresponds to the torque transmitted by the drive belt 11.

The line pressure PL is always supplied to the secondary cylinder 10, and the speed change is controlled by supplying and discharging oil to the primary cylinder 9 by the speed change control valve 23, which will be explained below.

First, the primary pulley rotation speed sensor 41. Secondary boolean rotation speed sensor 42 and throttle opening sensor 4
The signals Np, Ns, and θ from 4 are read, and the actual gear ratio calculation unit 45 of the control unit 40 determines the actual gear ratio i, the target gear ratio search unit 46 determines the target gear ratio ls, and the target gear ratio calculation unit 47 determines the target. The speed ratio change speed dis/dt is determined, and the speed change speed calculating section 49 calculates the speed change speed di/dt using these and the coefficient Kl+ of 2. Therefore, when shifting up and down, the duty ratio search unit 5 uses ±di/di and i.
0, the duty ratio is searched using a table.

The duty signal is input to the solenoid valve 28 to generate a pulse-like control pressure, thereby repeatedly operating the speed change control valve 23 in two positions: oil supply and oil drain.

Therefore, when the relationship is < i, a duty signal of, for example, D>50% is output depending on the shift speed di/dt, and the shift control section 23 spends a longer time at the refueling position, and the primary cylinder 9 is not refueled. Ru. Therefore, the primary pressure increases and the belt 11 is shifted toward the primary pulley 7 and upshifted. On the other hand, when the relationship is > i, the shift control valve 23 is
The time at the oil draining position becomes longer and the oil is drained from the primary cylinder 9.

Then, due to the decrease in the primary pressure, the belt II moves to the secondary pulley 8 side and downshifts.

In this way, the actual speed ratio i always follows and converges to the target speed ratio 1s over the entire speed change range between the maximum speed ratio and the minimum speed ratio in, so that the speed is changed steplessly.

During normal brake operation when the vehicle is running under the above-mentioned speed change control, brake fluid pressure is generated in the master cylinder 32 in response to depression of the brake pedal 31.

On the other hand, since the modulator 34 is in an inactive state, the brake rake hydraulic pressure continues to be supplied to the brakes 35 of the drive wheels 16, etc., and is used for braking.

Note that during this braking, the secondary brake rotation speed Ns decreases along with the vehicle speed, so that the shift control system performs shift control in the downshift direction.

By the way, when the brake is operated, the wheel lock determination unit 54 of the ABS control system determines whether the front wheel rotation speed NF or the rear wheel rotation speed N is detected.
The risk of wheel locking is determined based on the deceleration state of H. Therefore, when braking on a low μ road, if either the front wheel rotation speed NF or the rear wheel rotation speed NR suddenly decreases as shown in FIG. 5(b), it is determined that the wheels are locked and the ABS is activated immediately. That is, in the hydraulic pressure control unit 64, the front wheel rotation speed NF or the rear wheel rotation speed NR is set to the pseudo vehicle speed V as shown in FIG.
c and outputs ABS signals for pressure reduction, pressure maintenance, and pressure increase to the modulator 34 via the output determination section 65. Therefore, the hydraulic pressure of the brake 35 is modulated by the modulator 34 as shown in FIG. 5(C), and the front wheel rotational speed NF or rear wheel rotational speed NR is controlled so as to decrease substantially in accordance with the actual vehicle speed Vs. , to prevent wheel locking.

On the other hand, when the ABS is activated, the ABS activation determination section 6B determines this based on a pressure reduction signal, etc., and the transmission control system switches the switching section 68 to the ABS target speed ratio search section 67, thereby setting the normal target speed ratio. ABS target gear ratio iS' is output instead of IS. Here, for example, the actual gear ratio l is the minimum gear ratio i when the engine is turned off.

If it is equal to , the ABS target gear ratio IS' is maintained at the minimum gear ratio IH until the low vehicle speed region in the map shown in FIG.
When the speed changes, the shift speed di/dt becomes zero or a small value. Therefore, as shown in FIG. 5(d), the minimum gear ratio I
On the high speed side of H, speed change control is performed with a small change in the gear ratio. In this way, when ABS is activated, the change in gear ratio is small, resulting in
In the BS control system, the influence of the gear ratio is reduced, and the pseudo vehicle speed V is determined by the changing state of the front wheel rotation speed NF or rear wheel rotation speed NH.
It becomes possible to bring the setting of c closer to the actual vehicle speed VB.

Next, when the ABS operation is completed, the ABS operation determination section 6
This is determined by not inputting a pressure reduction signal or the like in step 6. Then, the shift control system returns to its original state by the switching section 6B, but
At this time, the transition region is set by the transition region determination section 69 and the switching section 71 is switched to the return shift speed setting section 70, thereby outputting the return gear ratio Δ1 and performing further special return shift control. become. That is, the recovery gear ratio Δi is determined according to each driving, traveling, and recovery condition using the secondary pulley rotation speed Ns, throttle opening θ, target gear ratio is, actual gear ratio i, etc., and this recovery gear ratio Δi By [
] In a state where the deviation between the target gear ratio is and the actual gear ratio i is large, the shift is gently downshifted and returned as shown in FIG. 5(d). Therefore, it returns slowly on the high speed side where the secondary pulley rotation speed Ns is large, and quickly returns on the low speed side, ensuring that the maximum gear ratio is returned when the vehicle is stopped.
It will also quickly recover when accelerating again.

Then, when the target gear ratio is and the actual gear ratio 1 substantially match,
When the transition region ends, the switching section 7I switches to the shift speed calculation section 49, thereby completely returning to the original state and performing normal shift control.

Although the embodiments of the present invention have been described above, the present invention is not limited thereto.

〔Effect of the invention〕

As described above, according to the present invention, in a continuously variable transmission with ABS, the change in gear ratio is controlled to be small when ABS is activated, so that the correlation between the pseudo vehicle speed and the actual vehicle speed is established in the ABS control system. The accuracy of the ABS function is improved, and vibration and belt durability are also improved.

Furthermore, since the gear shift is specially controlled so as to gently downshift when returning after ABS operation, sudden engine braking, belt slip, shock, etc. can be prevented.

In addition, after the return, a transition area is defined and the gear shift speed is specifically determined based on the vehicle speed, throttle opening, etc., so in this case, it is possible to perform downshift control optimally according to each condition of driving and return to driving 1. .

[Brief explanation of drawings]

FIG. 1 is a block diagram of an electronic control system showing an embodiment of the control device for a continuously variable transmission according to the present invention; FIG. 2 is an overall configuration diagram of the drive system, hydraulic control system, and ABS control system of the continuously variable transmission; FIG. 3 is a diagram showing a map of the target gear ratio for ABS, FIG. 4 is a diagram showing a map of the gear change speed for return, and FIG. 5 is a diagram showing each characteristic during ABS operation. 4...Continuously variable transmission, 34...ABS control modulator, 40...Control unit, 46...Target gear ratio search section, 49...Shift speed calculation section, 66...ABS operation determination section , 67... ABS target gear ratio search unit, 68.7
1... Switching section, 69... Transition area determination section, 70...
・Returning shift speed setting part Shite-moxibustion A15 b l-5 Figure 25 Procedural amendment (voluntary) 5. Specification and drawings subject to amendment], Indication of incident 1999 Patent Application No. 343307 2, Invention Name of Continuously Variable Transmission Control Device 3, Relationship with the Amendment Person Case Patent Applicant: 1-7-2 Nishi-Shinjuku, Shinjuku-ku, Tokyo,! ! . Agent 6, Contents of amendment (1) Kiryu of detailed explanation of the invention in the specification, ■Page 10 I
! Delete "based on" in line 18.・For rABS use the "geological strata" described in page 15, line 17.
and correct it. ■The “actuation signal” described on page 16, line 16, is
corrected as "actuation signal". ■Correct "brake rake" written on page 20, line 10 to "brake". ■Replace the code “54” written on page 20, line 16 with “63”
and correct it. "Nf" written in CI page 21, line 19 is replaced by r N
Correct with FJ.・B) Change [throttle opening θ, target gear ratio jS, actual gear ratio j” described in page 22, lines 16 to j117 to “target gear ratio jS, actual gear ratio j, throttle opening θ. Engine Torque TeJ (2) Figure 1 of the drawing. Correct as shown in Figure 5. Correct Figure 5 as shown in the attached sheet.

Claims (3)

[Claims] (1) In the control system of a continuously variable transmission equipped with an anti-lock brake system, the ABS operation determines when the anti-lock brake system is activated and when it returns after activation. determination means; and anti-lock brake system target gear ratio search means for determining the target gear ratio for the anti-lock brake system in a gear ratio range with small gear ratio change and outputting the target gear ratio when the anti-lock brake system is activated. , a stepless brake system characterized by comprising: a transition region determining means for determining a transition region at the time of return after activation of the anti-lock brake system; and a return shift speed setting means for determining a return shift speed and outputting the same at the time of return. Transmission control device. (2) The stepless transition area according to claim (1), characterized in that the transition region is determined after the anti-lock brake system is activated until the target value and the actual value of the gear ratio etc. substantially match. Transmission control device. (3) The control device for a continuously variable transmission according to claim (1), wherein the shift speed for transition return is determined by a function of vehicle speed, target value, actual value, throttle opening, etc.