Abstract: A predictive power factor control system for an electronic system which includes a power supply providing power at a power supply output to a load having at least one component operable in a plurality of operating states. A load controller selectively determines the operating state of the load. A power factor control (PFC) circuit is coupled to the power supply and cooperates with the power supply to maintain the power factor of the power supply output within desired ranges. The load controller may provide the PFC circuit with a pending load change notification prior to a pending change in the operating state of the controlled load or prior to the activation of additional loads on the power supply output, enabling the PFC circuit to predictively adjust operation to avoid or minimize power factor fluctuations arising from changes in operating state of the load or activation of an additional loads.

Abstract: A first target secondary pulley pressure Psteng is calculated based on an output torque Teng of an engine, and then an offset value Psteng+PO is calculated by adding a predetermined offset PO to the first target secondary pulley pressure Psteng. The first target secondary pulley pressure Psteng is outputted as a target secondary pulley pressure Ps(n) when a target secondary pulley pressure Ps(n?1) in a previous control cycle is less than or equal to the first target secondary pulley pressure Psteng; the offset value Psteng+PO is outputted as the target secondary pulley pressure Ps(n) when the target secondary pulley pressure Ps(n?1) in the previous control cycle is greater than or equal to the offset value Psteng+PO; and otherwise, the target secondary pulley pressure Ps(n?1) in the previous control cycle is outputted as the target secondary pulley pressure Ps(n), thereby suppressing an oscillation in the target secondary pulley pressure Ps(n).

Abstract: An engine control system for an auto-stop/start vehicle includes an auto-stop/start module that generates an auto-stop command for shutting down an engine while an ignition is ON and subsequently generates an auto-start command for re-starting the engine. The system includes an actuator control module that disables an engine load, parks exhaust and intake cam phasers, disables fuel, sets a first throttle opening, monitors a crankshaft rotational position, speed, and deceleration, sets a second throttle opening for a predetermined duration if a piston simultaneously crosses a target position below a target engine speed and below a target degrees of rotation remaining, sets a third throttle opening, and determines if an engine speed is below a threshold speed before setting a fourth throttle opening when the engine speed is below the threshold speed, and causes the piston to rest in a predetermined position range.

Abstract: A system and method for controlling movement of a vehicle body is disclosed. The system and method determines conditions operator input, vehicle speed, and a selected gear. PTO engagement, hydraulic valve displacement, and engine speed commands are determined in response to the conditions.

Abstract: A brake system is provided for a vehicle equipped with a continuously variable belt transmission (hereafter a “CVT”) having a CVT input shaft and a CVT output shaft. The CVT functions as a clutch-disengagement action for isolating rotation of the CVT output shaft from the CVT input shaft when a rotary speed of the CVT input shaft is reduced to a certain level. The vehicle is equipped with a prime mover driving the CVT input shaft so that an output rotary speed of the prime mover defines the rotary speed of the CVT input shaft. The vehicle includes an accelerator manipulator for controlling the output rotary speed of the prime mover. The brake system can cause a resistance against the rotation of the CVT output shaft using the accelerator manipulator to reduce the output rotary speed of the prime mover to make the CVT function as the clutch-disengagement action.

Abstract: A driving power source rotational speed control device is provided in a vehicle outputs power of a rotary driving power source via a continuously variable transmission as motive power, that changes the rotational speed of the rotary driving power source in association with changes in the vehicle speed when acceleration is requested. The control device includes: acceleration/deceleration state determination means determines whether the vehicle is accelerating or decelerating when acceleration is requested; and rotary driving power source rotational speed change setting means sets the change gradient of the rotary driving power source rotational speed to establish the association of the rotary driving power source rotational speed with changes in the vehicle speed when acceleration is requested.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for auxiliary power units (APU). In one embodiment, the APU includes a source of rotational power such as a combustion engine operably coupled to a continuously variable transmission (CVT). The CVT can be coupled to a load. In some embodiments, the load is provided by a generator. In one embodiment, the APU has a control system configured to control the operation of the engine and the operation of the CVT. The control system can facilitate substantially constant speed operation of the generator in the presence of variable operation of the engine. In another embodiment, the APU includes a continuously variable accessory drive (CVAD) operably coupled to an engine. The CVAD can include a continuously variable transmission operably coupled to a generator. In one embodiment, a skew-based control system is adapted to facilitate a change in the ratio of a CVAD.

Abstract: A method of operating a drive-train comprising an auxiliary output on the engine side that can be coupled to the combustion engine via a continuously variable transmission and a generator such that when the engine is running, the generator can be driven at a constant rotational speed regardless of the speed of the engine, such that a condition parameter of the auxiliary output is regulated between a pair of limit values. The condition parameter is regulated as a function of its current actual value, the limit values of the condition parameter and also as a function of a current and/or anticipated driving situation such that parameters are determined, in the regulator, for the energy input into the auxiliary output as a function of these input data, and hence for a corresponding energy uptake from the engine.

Abstract: A method of managing a transmission ratio with an assisted CVT with a governed engine to emulate a hydrostatic transmission and prevent a drivebelt abuse is provided, the method comprising: providing a reference power source rotational speed, using the assisted CVT to transmit rotatable motion between a power source and a drive mechanism, managing a torque of the power source to maintain a substantially even rotational speed upon a power source load variation and modulating a transmission ratio of the assisted CVT to change the rotational speed of the drive mechanism. A system and a vehicle having such a drivebelt abuse preventing mechanism is also provided.

Abstract: A method for preventing shift hunting in a powertrain including an engine and a transmission having a variator, a first gearset, and a second gearset is disclosed. The method includes operating the engine at a first substantially constant speed, detecting a shift condition, and operating the engine at a second substantially constant speed as a function of detecting the shift condition. The second speed is different than the first speed.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for auxiliary power units (APU). In one embodiment, the APU includes a source of rotational power such as a combustion engine operably coupled to a continuously variable transmission (CVT). The CVT can be coupled to a load. In some embodiments, the load is provided by a generator. In one embodiment, the APU has a control system configured to control the operation of the engine and the operation of the CVT. The control system can facilitate substantially constant speed operation of the generator in the presence of variable operation of the engine. In another embodiment, the APU includes a continuously variable accessory drive (CVAD) operably coupled to an engine. The CVAD can include a continuously variable transmission operably coupled to a generator. In one embodiment, a skew-based control system is adapted to facilitate a change in the ratio of a CVAD.

Abstract: A method to determine a limit torque associated with an electro-mechanical transmission includes determining electric motor torque constraints and battery power constraints. A limit torque function and a standard form of the limit torque function are determined. The limit torque function and the motor torque constraints and the battery power constraints are transposed to the standard form to determine a limit torque.

Abstract: A controller for a continuously variable transmission (CVT) mounted in a vehicle. The controller includes a first setting unit for setting a basic speed ratio of the CVT; a second setting unit for setting an adjustment speed ratio of the CVT; and a control unit for controlling the CVT based on the basic speed ratio and adjustment speed ratio. The second setting unit includes an increasing unit for progressively increasing the adjustment speed ratio according to a increase in a target torque interrelated value in a first operating area, and a decreasing unit for progressively decreasing the adjustment speed ratio according to a decrease in the target torque interrelated value in a second operating area. Between the first operating area and the second operating area, the second setting unit maintains the adjustment speed ratio that is set finally.

Abstract: A method for controlling selection of an automatic transmission gear ratio with staged ratios or constant variation for a vehicle including a control for preventing/allowing extension of the gear ratio or for controlling a shortening the transmission gear ratio if, at a current engine speed, the power is insufficient for maintaining the vehicle speed. The method prevents extension of the transmission gear ratio if the power available after the extension is insufficient for maintaining the vehicle speed; otherwise allowing extension of the transmission gear ratio.

Abstract: A speed control system is for a vehicle having an engine including a carburetor with a throttle plate moveable between a minimum open position and a maximum open position. The speed control system includes a ground speed limiter mechanism operatively coupled with the throttle plate and configured to displace the plate toward the minimum position as ground speed of the vehicle approaches a predetermined maximum value. An engine speed limiter mechanism is operatively coupled with the throttle plate and is configured to displace the plate toward the minimum position as a speed of the engine approaches a predetermined maximum value. Preferably, a control linkage is connected with the throttle plate and is moveable between a first configuration, at which the throttle plate is disposed at the minimum position, and a second configuration at which the throttle plate is disposed at the maximum position, the two limiter mechanisms displacing the linkage.

Abstract: A control system for a vehicle having an accessory generally includes a transmission coupled to an engine and a power take-off unit having an output speed and an output torque. The power take-off unit is coupled to the transmission and adapted to releaseably couple to the accessory. A drivetrain is selectively coupled to the transmission and a control module controls at least one of the output speed and the output torque of the power take-off unit.

Abstract: A working vehicle in which while an operation degree of a speed change operation member is increased from 0 to a certain value, the increase of the vehicle traveling speed is produced by a first increase rate of an engine rotation speed and a first increase rate of a speed ratio (output/input rotation speed ratio of a speed change mechanism) and while the operation degree of the speed change operation member is increased from the certain value, the engine rotation speed is kept to be the rated value and corresponding thereto, the increase rate of the speed ratio is set to a second increase rate of the speed ratio larger than the first increase rate of the speed ratio so that the vehicle traveling speed is always increased substantially in proportion to the acceleration operation of the speed change operation member.

Abstract: An acceleration mode recommended for a vehicle with a continuously variable transmission, within the scope of which, after the shift takes place, the engine speed progress will continue as a function of the speed with a calibrated rotational speed gradient (H), the rotational speed gradient is greater in the acceleration mode than the rotational speed gradient within the scope of a standard driving strategy.

Abstract: The technique of the invention sets a relationship between the throttle opening (corresponding to the accelerator opening), the vehicle speed, and the target torque of a drive shaft, so as to enable a greater braking torque to be output in a working status of a cruise control system than a braking torque, which is output to the drive shaft in a full closed position of the accelerator opening in a non-working status of the cruise control system. This arrangement ensures output of a sufficient braking force to the drive shaft even under the condition of a relatively large drive load applied to the drive shaft, for example, during a downslope run, thus enabling the vehicle speed to be certainly kept at a preset level under the control of the cruise control system.

Abstract: A cruise control system for a utility vehicle, which is speed-controlled by a hydrostatic transmission, includes a controller having an input for receiving a selectable set speed signal, and an output for sending a speed control signal to at least one proportional valve of a hydrostatic transmission servo control system. The vehicle ground speed is continuously monitored by a speed sensor operatively associated with a rotating gear in the vehicle drive train that rotates in proportion to vehicle ground speed, to create a ground speed signal. The selectable set speed signal can be input to controller memory by driving the vehicle at a desired ground speed and then activating a speed set switch. The speed control algorithm of the controller thereafter compares the set speed to the ground speed signal from the speed sensor and corrects the control signal to the proportional valve to correct hydrostatic transmission speed output.

Abstract: In braking/driving force controlling apparatus and method for an automotive vehicle, a state discriminating section discriminates between a parking state in which a manipulation for the vehicle to be parked is carried out and a non-parking state in which no manipulation for the vehicle to be parked is carried out, a controller detects a manipulated variable of a manual input section, generates a constant target vehicle speed corresponding to the detected manipulated variable in a case where the state discriminating section discriminates the parking state, calculates a vehicular braking/driving force for a present vehicle speed to become the target vehicle speed, and controls the vehicular braking/driving force on the basis of the calculated braking/driving force.

Abstract: An output rotational driving power of the engine is split into a first split power and a second split power. The first split power is transmitted to a continuously variable speed transmission that transmits the first split power by a shearing resistance of a fluid. The second split power is transmitted to a differential planetary gear system. An output power of the continuously variable speed transmission is transmitted to the differential planetary gear system to combine the first split power and the second split power in the differential planetary gear system. A variation of a rotating speed of the output rotational driving power is absorbed by the continuously variable speed transmission to adjust an output rotating speed of the differential planetary gear system to a constant speed.

Abstract: A driving force control device, which controls a driving force by changing a gear ratio of an automatic transmission, comprises: a virtual throttle opening converter for converting a target driving force into a virtual throttle opening by using a target driving force characteristic and a detected vehicle speed; a throttle opening information selector for selecting the virtual throttle opening from the virtual throttle opening converter as throttle opening information when the driving force is controlled, and selecting an actual throttle opening from the throttle opening sensor as throttle opening information when the driving force is not controlled; and a target input revolutionary speed calculator 123d that calculates the target input revolutionary speed according to the selected throttle opening information, the detected vehicle speed and one shift map. The Continuously variable transmission determines an achievable gear ratio according to the target input revolutionary speed.

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: An adjustable pulley for use in a continuous variable transmission in the power train of a motor vehicle has an axially fixed first conical flange and an axially movable second conical flange. The hydraulic control system which moves the second flange relative to the first flange is provided with at least one first plenum chamber which receives pressurized fluid when the second flange is to move toward the first flange, and with an additional plenum chamber which receives pressurized fluid when the second flange is to move away from the first flange. The admission of pressurized fluid into the additional chamber is regulated in dependency upon the RPM of the flanges. Rapid evacuation of pressurized fluid from the additional chamber can take place by way of a relief valve which opens when the pressure of fluid in the additional chamber rises to a preselected value. This renders it possible to rapidly shift between overdrive and underdrive.

Abstract: A system for controlling a speed of a vehicle having a continuously variable transmission (CVT) and a cruise controller which controls the traveling speed of the vehicle to a desired speed in response to the instruction to cruise control inputted by the vehicle operator. In the system, the detected throttle opening is smoothed or filtered such that the speed ratio of the continuously variable transmission is controlled based on the smoothed throttle opening and the detected vehicle speed when the instruction to cruise control is input. Alternatively, a parameter indicative of upslope of the road where the vehicle climbs is determined and the speed ratio is controlled based on the parameter and the detected vehicle speed. With this, the system can reduce the engine speed fluctuation and can prevent the vehicle operator from feeling uneasy when the cruise control is effected.

Abstract: A control system for a vehicle with an engine-CVT power train senses operator's desire relative to movement of the vehicle and translates the sensed operator's desire into a predetermined variable indicative of drive force applicable to the vehicle drive wheel. In integrated control mode, the predetermined variable indicative of drive force controls the engine throttle and the ratio of the CVT. In individual control mode, the integrated control is put out of operation and the sensed operator's desire controls the engine throttle and the ratio of the CVT. The control system provides an improved control over the transition period between the control modes.

Abstract: A control device for an internal combustion engine and a continuously variable transmission of a vehicle according to the present invention comprises the continuously variable transmission disposed between the internal combustion engine and driving wheels and enables controlling the output of the internal combustion engine. In particular, objective driving torque Tet is set according to driving torque Td applied to a vehicle, driving torque correcting amount T.sub.IV which serves as a first running resistance of the vehicle according to vehicle acceleration, transmission torque fluctuation correcting amount Tcv which serves as a second running resistance due to being consumed in the transmission operation mode of the continuously variable transmission, and vehicle body correcting torque Tv, which is necessary for eliminating a deviation .DELTA.v between an objective vehicle speed Vt and an actual vehicle speed Vc, required for eliminating this deviation .DELTA.