Abstract: In a method of controlling an electronic parking brake system to overcome an existing problem occurring in drive away release (DAR) mode, a control unit monitors whether or not a gear change signal is input in a vehicle stopped state, a P position state, or a parking brake applied state. When the gear change signal is input, an accelerator pedal input value of a driver is compared with a predetermined pedal input set value while a gear position of a transmission is maintained in the P position. When the accelerator pedal input value does not exceed the predetermined pedal input set value, a control operation is performed for automatic releasing of a parking brake. When a set time has passed after start of the control operation for the automatic releasing, a control operation of changing the gear position to the D position or the R position is performed.

Abstract: A method for controlling an engagement and disengagement of a vehicle transmission parking lock. A vehicle present speed is ascertained when a device for activating the parking lock is actuated. When the vehicle has not yet reached a standstill and the present speed exceeds a threshold value, engagement of the parking lock is prevented. When the vehicle has not yet reached a standstill and the present speed falls below the threshold value, the vehicle activates the parking brake and is braked until the standstill is reached or until the present speed has reached substantially zero. A present gradient value of the roadway and/or a vehicle longitudinal inclination value is also ascertained. Based on these values, it is checked whether a hydraulic brake system of the vehicle is activated or whether the already activated parking brake should be deactivated.

Abstract: A shift device and method for coupling with a vehicle including a transmission and an electric parking actuator. The shift device includes a housing, a battery, a display interface, and a shift device connector. The shift device connector is on an end of the housing for electrically coupling the shift device to the vehicle. The shift device also includes a processor operatively connected to the battery, the display interface, and the shift device connector. Upon insertion of a first connector of the vehicle into the shift device connector, the controller receives a shift position of the transmission and controls the electric parking actuator to change the shift position of the transmission.

Abstract: A vehicular breaking force control system that includes a control device including a processor that acquires a plurality of longitudinal accelerations from a driving assistance system, and calculates a driving/braking request when the vehicle is in a coasting state in which an acceleration operation or a deceleration operation are not performed during running of the vehicle. The processor further acquires a driving force lower limit set for a powertrain actuator having a set gear ratio, and distributes the driving/braking request to at least one of (i) a powertrain system including the powertrain actuator and (ii) a brake system including a brake actuator. The driving/braking request is distributed to the at least one of the powertrain system and the brake system based on the acquired driving force lower limit.

Abstract: Methods and systems are provided for improving torque control of a vehicle that includes simulated shifting of a step gear ratio transmission. In one example, a propulsive effort request is gradually incrementally increased or decreased to provide a smooth torque transition, thereby providing a smoother vehicle speed change and improve vehicle drivability.

Abstract: A control method for a self-driving vehicle provided with an engine as a driving source, comprising: determining whether or not coast stop is executed in accordance with required driving force of the vehicle, the coast stop being for automatically stopping the engine during the vehicle traveling at speed not more than predetermined vehicle speed; setting the required driving force so that an intervehicular distance between the host vehicle and a preceding vehicle becomes closer to a predetermined distance under presence of the preceding vehicle in front of the host vehicle; predicting a behavior of the preceding vehicle from a situation in front of the preceding vehicle under presence of the preceding vehicle; and prohibiting release of the coast stop for the engine during an automatic stop when future deceleration of the preceding vehicle is predicted in response to an expansion of the intervehicular distance.

Abstract: Various embodiments include a method for controlling a motor vehicle having an internal combustion engine with a crankshaft and a drivetrain separable from the internal combustion engine using a releasable clutch comprising: propelling the vehicle in a first operating state in a predetermined range around a speed while the internal combustion engine is off and is separated from the drivetrain by the releasable clutch; sensing a braking operation while in the first operating state; predicting whether a power demand is expected within a predetermined time interval; and, if the power demand is expected, setting the crankshaft of the internal combustion engine in rotation, or increasing a rotational speed of the crankshaft in preparation for an engine restart.

Abstract: A remote control console or operator's station includes a proportional travel control joystick that effects continuous changes in machine travel speed through movement of the joystick away from a central-biased position, a sensor that measures progressively changing positions of the joystick, and an electronic controller communicatively coupled to the sensor and the joystick. The electronic controller is programmed to perform a closed loop control including mapping the progressively changing positions of the joystick to corresponding desired machine travel speeds, and adjusting the speeds of an engine used to propel the machine and the amounts of service braking used to slow the machine to achieve desired machine travel speeds.

Abstract: A saildrive arrangement (1) which comprises an upper unit (13) to be positioned inside a hull (5) of a sailboat (7) and a lower unit (14) which is arranged to protrude from the bottom (6) of the hull (5). The upper unit (13) comprises an input shaft (4) to be connected to an engine (2) and the lower unit (14) comprises a propeller shaft (9). A brake (15), for locking the rotational movement of the propeller shaft (9), is located in the upper unit (13). The saildrive arrangement (1) is incorporated into a sailboat (7) with a hull (5) and an engine (2).

Abstract: Methods and systems for monitoring and determining a propulsion request are described. In one example, the propulsion request is evaluated according to two separate plausibility checks. The plausibility checks may include comparing a monitor propulsion request against the propulsion request and comparing the monitor propulsion request against a wheel torque.

Abstract: A hydraulically operated transmission includes: a pressure regulator which regulates pressure of a hydraulic oil supplied to a coupling hydraulic chamber of a frictional coupling element for starting a vehicle; and a lubrication control valve provided at a lubricant oil supplying circuit for supplying the lubricant oil to the frictional coupling element. The lubrication control valve operates, in coupling the frictional coupling element at start of the vehicle, such that the lubricant oil is supplied to the frictional coupling element at a greater flow rate when a regulated pressure regulated by the pressure regulator is lower than a second predetermined pressure, than when the regulated pressure is higher than or equal to the second predetermined pressure. The second predetermined pressure is set to be higher than or equal to a first predetermined pressure, at which the frictional coupling element is completely coupled, and to be lower than a high pressure.

Abstract: In at least some implementations, a park lock release actuator includes a housing, a drive member and a retainer. The drive member is received at least partially within the housing for rotation about an axis relative to the housing between a first position and a second position. The retainer has a first position in which rotation of the drive member is prevented and a second position in which rotation of the drive member is permitted. At least one of the retainer and the drive member moves relative to the housing in a direction different from the rotation of the drive member so that the path of motion of the retainer between the first position and second position of the retainer is different from the path of motion of the drive member between the first position and second position of the drive member.

Abstract: Systems and methods for operating an engine that may be frequently stopped and restarted are described. In one example, an engine is rotated in small crankshaft angle increments and stopped after the engine is rotated through a predetermined actual total number of crankshaft degrees so that the engine position does not change when the engine reaches a desired position.

Abstract: A vehicle includes a transmission mechanical park system, an electronic park brake, and at least one controller. The at least one controller is programmed to in response to (i) a speed difference of a measured speed and an expected speed of a downstream component of the vehicle that transmits torque downstream of the transmission mechanical park system exceeding a calibratable threshold and (ii) an ignition state of OFF, apply the electronic park brake to restrain movement of the vehicle.

Abstract: A vehicle includes a prime mover in communication with an input shaft of a transmission, an output shaft of the transmission in communication with a final drive and drive wheels, a park actuator system internal to a housing of the transmission and a park control system mounted to an external surface of the housing of the transmission with a pivot shaft extending through the housing that connects to the park actuator system to selectively place the park actuator system in one of a park configuration and an out of park configuration.

Abstract: A system for the remote actuation of a parking brake in a vehicle, thereby to insure that the parking brake of the vehicle is set when the driver exits the vehicle, includes: an actuator disposed within a vehicle equipped with air brakes and a parking brake button and coupled to the parking brake button and configured to set the parking brake upon the occurrence of a predetermined event; and a remote actuation device configured to be with the driver of the vehicle and to indicate to the actuator when the driver exits the vehicle such that the actuator sets the parking brake if not already set.

Abstract: An ECU executes a program including: a step of starting up an SBW system if lock release is detected; a step of starting up a timer if setting of a reference location corresponding to a P position has been completed; and a step of stopping the SBW system if a power supply is not turned on until a predetermined time T has elapsed.

Abstract: A launch control system and method for vehicles equipped with manual transmissions includes a throttle position sensor, a clutch position sensor, a vehicle speed sensor, a system activation switch and a control which receives data from the sensors and controls braking of the non-driven wheels. The control module contains a control algorithm which interrogates the system activation switch, interrogates the clutch position sensor, determines the vehicle speed, interrogates the throttle position sensor and under certain conditions applies the brakes to the non-driving wheels through the vehicle ABS system when the throttle is depressed beyond a predetermined threshold and until the clutch is released beyond a predetermined threshold.

Abstract: An organ type electronic automatic shift lever may include a shift lever portion, a step motor unit, an operating arm, a position recognition unit, and a gear shift stage control unit. The shift lever portion may have a lower end at which a magnetic unit is mounted. The step motor unit may be fixed on a console surface of a vehicle and include a step motor. The operating arm may be rotatably connected to the shift lever portion and the step motor. The position recognition unit may recognize a position of the magnetic unit and output information of the recognized position. The gear shift stage control unit may control the step motor unit, preset position recognition information, compare position information and output gear shift information.

Abstract: If, in uphill deceleration determination procedure, it is determined that the vehicle is being decelerated on an uphill slope, a transmission shift lever is in D range, the motor is in order, the start gear is a first specified gear or lower, a to-be-selected traveling gear is a second specified gear or lower, an actual even-numbered gear is a third specified gear or higher, and actual odd-numbered gear is a fourth specified gear or higher, a first, a second and a third synchronizer mechanisms are put in neutral position to create a state in which no gear is selected. Then, a shift to a gear suited for re-acceleration is conducted by activating operating the first, second and the third synchronizer mechanisms.

Abstract: An electronic control unit adjusts drive force generated by an engine in accordance with the amount of manipulation of an accelerator pedal. When the manipulation amount of the accelerator pedal meets a predetermined condition, the electronic control unit executes drive force limiting control for limiting the drive force generated by the engine and changes the degree of limiting of the drive force during the execution of the drive force limiting process according the gradient of the road surface.

Abstract: A wheel hub transmission for a vehicle driveline is provided. The wheel hub transmission includes an input shaft, a planetary gear arrangement, a casing member, and a clutching device. The input shaft is drivingly engaged with a power source and the planetary gear arrangement. The planetary gear arrangement is drivingly engaged with the input shaft and is in one of driving engagement and selective driving engagement with the casing member. The clutching device may be selectively drivingly engaged with a portion of the planetary gear arrangement, wherein upon engagement of the clutching device the planetary gear arrangement is fixed. The wheel hub transmission facilitates a torque multiplication at the wheel hub transmission, which reduces an amount of torque applied to a portion of the vehicle driveline.

Abstract: There is provided a shift-by-wire control system including a range switching device that switches engagement or disengagement of a forward engagement element and a reverse engagement element by using an actuator, a range switching operation unit by which a driver inputs a range switching operation, and a range switching control unit that controls the actuator of the range switching device on the basis of the state of the range switching operation unit. The shift-by-wire control system further includes vehicle start preparation state determination units for determining a vehicle start preparation state. When the vehicle start preparation state determination unit determines that the vehicle start preparation state is incomplete, the range switching control unit executes running prohibition control by which the forward engagement element and the reverse engagement element are all disengaged, regardless of the state of the range switching operation unit.

Abstract: The present invention provides for a transmission shift assembly for a vehicle and methods of monitoring and controlling the same. The transmission shift assembly includes a transmission having a shift position member movable between a plurality of gear positions, an actuator configured to move the shift position between the gear positions, and a linkage coupled to the actuator and movable between a plurality of positions in response to movement of the actuator. The assembly further includes a controller to control the actuator, an ignition to receive a key, and at least one key sensor positioned within the ignition and configured to transmit a signal to the controller upon sensing removal of the key, the controller controlling the actuator to move the shift position member to a predetermined gear position upon receiving the signal from the key sensor that the key has been removed from the ignition.

Abstract: A vehicle includes a braking force application device that executes braking force holding control which holds braking force irrespective of braking operation by a driver during a stop on a slope; and a control limiting device that limits execution of the braking force holding control when a shift position is set in a neutral position.

Abstract: A vehicle travel control apparatus that controls state of travel of a vehicle by adjusting force that acts on the vehicle includes: an acting force adjustment portion that adjusts the force that acts on the vehicle, according to the state of travel of the vehicle; an operating state detection portion that detects an operating state of an operation member that is operated to control the state of travel of the vehicle; and an adjustment degree alteration portion that alters degree of adjustment made by the acting force adjustment portion, according to the operating state of the operation member.

Abstract: An ECU increases an engine rotation speed when the ECU determines that an inclination angle of an uphill is larger than or equal to a predetermined value, an accelerator is off and a vehicle speed in a direction opposite to a travelling direction of a vehicle, indicated by a specified range, is increasing. Subsequently, the ECU acquires an engine stall predicted vehicle speed, and calculates a predetermined value used in an immediate engine stall determination condition from a current rate of increase per unit time of a turbine rotation speed. Then, the ECU determines that immediate engine stall determination is affirmative when a rotation speed difference between the engine rotation speed and the turbine rotation speed becomes smaller than the predetermined value, and executes engine stall prevention control.

Abstract: A hill rollback control system and method for controlling a rollback speed of a motor vehicle with wheel brakes. Upon ascertaining that the vehicle is rolling back, the system and method determine, based on a grade angle of the terrain that the vehicle is traveling on and a temperature of a transmission, a target rollback speed for the vehicle. The target rollback speed is lower when the grade of the terrain is above a threshold value. Also, the target rollback speed is lower when the temperature of the transmission is above a threshold value. The actual rollback speed of the vehicle is set and maintained at the target rollback speed by applying the vehicle's wheel brakes.

Abstract: The present invention provides a technique for controlling creep torque to prevent a vehicle from rolling backward on an upward slope. In particular, a gradient of a road is calculated in real time from a detection value of a sensor and vehicle acceleration. A maximum creep torque for preventing roll-back caused by gravity according to the gradient is calculated using the gradient and vehicle information. A first creep torque reference is calculated based on the maximum creep torque and the vehicle speed. A second creep torque reference is calculated based on the maximum creep torque and the vehicle acceleration. A torque command value according to an operation state of a brake is calculated based on the first creep torque reference value and the second creep torque reference value and the gradient. In response, a torque output of a driving motor is controlled according to the calculated torque command value.

Abstract: An apparatus includes a vehicle configured to support the user. The apparatus also includes an operation-switch assembly configured to be supported by the vehicle. The operation-switch assembly is also configured to switch propulsion operation of the vehicle between a first propulsion-operation mode and a second propulsion-operation mode. In the first propulsion-operation mode, the operation-switch assembly is also configured to permit propulsion of the vehicle to be influenced by a power-train assembly being configured to generate a power-train force. In the second propulsion-operation mode, the operation-switch assembly is also being configured to: (A) permit propulsion of the vehicle to be influenced by a non power-train force, and (B) permit propulsion of the vehicle to be not influenced by the power-train force of the power-train assembly.

Abstract: A shift control device for an electric vehicle that is arranged to perform a downshift by a combination of a disengagement of a frictional element and an engagement of an engagement element, and a shift control means configured to perform a shift control of the automatic transmission, the shift control device includes: a regenerative cooperative brake control means which is configured to perform a regenerative cooperative brake control by a switching to increase a frictional torque of a frictional brake device provided to the driving wheel to follow a decrease of a regenerative torque when the regenerative torque by the electric vehicle is decreased, the shift control means setting a timing of a start of a coast downshift to disengage the frictional element, at least to a timing after a timing at which the switching of the regenerative cooperative brake control is started.

Abstract: In the driver assistance system, a function module is provided for a speed limiting function by which certain conditions for exceeding a predefined maximum speed and for decelerating again down to the maximum speed are implemented. The function module generates signals for carrying out one or more measures to generate or increase the braking torque. The signal for carrying out the measures can be only a binary signal, or can correspond to a required braking torque progression in the form of a regulating step so as to reach the maximum speed within a predefined time period. In the second case, the predefined time period is preferably shorter than a defined time window during which a warning intervention of the speed limiting function is suppressed during an exception where the maximum speed is allowed to be exceeded.

Abstract: An ECU increases an engine rotation speed when the ECU determines that an inclination angle of an uphill is larger than or equal to a predetermined value, an accelerator is off and a vehicle speed in a direction opposite to a travelling direction of a vehicle, indicated by a specified range, is increasing. Subsequently, the ECU acquires an engine stall predicted vehicle speed, and calculates a predetermined value used in an immediate engine stall determination condition from a current rate of increase per unit time of a turbine rotation speed. Then, the ECU determines that immediate engine stall determination is affirmative when a rotation speed difference between the engine rotation speed and the turbine rotation speed becomes smaller than the predetermined value, and executes engine stall prevention control.

Abstract: A control method for a parking release apparatus of a shift-by-wire shifting device can improve the commercial value of a vehicle by improving safety of the vehicle and preventing robbery, by interfering with or preventing an attempt of abnormally and manually releasing a parking state of the vehicle when there is no problem in the electric system of the vehicle, using a part provided to be manually operated in the parking release apparatus such that a P-stage state and an N-stage state can be manually switched when a problem, such as discharge, occurs in the electric system, in the vehicle equipped with a shift by wire apparatus.

Abstract: A remote start vehicle system for a vehicle is provided. The system includes a remote start requester configured to request that the engine be started. The remote start requester is operable to request that the engine be started when the remote start requester is located outside of the vehicle. A control module is configured to cause the engine to be started upon request from the remote start requester. A sensor assembly is configured to sense a neutral gear state of the transmission, where the neutral gear state indicates whether the transmission is in neutral. The sensor assembly is configured to communicate the neutral gear state to the control module. The control module is configured to prevent the engine from being started if the neutral gear state indicates that the transmission is not in neutral. A method of remotely starting an engine is also provided.

Abstract: An automatic transmission includes an input member, a planetary gear set, a plurality of engagement mechanisms, an output member, a switching mechanism, an engine braking determination device, a vehicle speed detector, and a controller. The controller is configured to prevent the switching mechanism from switching a mode from a fixed mode to a reverse rotation prevention mode when a shift position is changed from a reverse drive range to a forward drive range, and if the engine braking determination device determines that a vehicle is in an engine braking mode or if a travel speed of the vehicle detected by the vehicle speed detector is higher than a predetermined speed.

Abstract: A method of calibrating a hydraulically operated park brake of a continuously variable transmission of a vehicle. With the vehicle moving at a set, slow speed within a specified range, and the park brake off, a search technique is used, wherein the brake hydraulic pressure is reduced by application of a control signal of a selected test value to apply the brake. When the selected test value is reached, it is held constant, and a condition in a HSU of the transmission is monitored for a change indicative of engagement of the park brake. This will expectedly be in the form of a pressure change and more particularly an increase indicating initial contact between the plates of the brake, and if the HSU change is not detected, the step will time out and another control signal value will be tested.

Abstract: A motorized vehicle includes a transmission system and an inch/brake device providing at least two ranges of motion. An engagement force of the transmission system is provided in a first range of motion of the inch/brake device, and a braking force of the motorized vehicle is provided in a second range of motion of the inch/brake device. An accelerator device moves between two or more positions, wherein moving the accelerator device from one position to another position causes an amount of overlap between the first and second ranges of motion of the inch/brake device to vary.

Abstract: A brake mechanism for a hybrid transmission includes a magnetic unit and a brake plate. The magnetic unit is configured to selectively generate magnetic flux. The magnetic unit radially surrounds an axis of rotation. The magnetic unit defines a plurality of grooves. The brake plate radially surrounds the axis of rotation and includes a plurality of teeth. The brake plate is movable axially along the axis of rotation between a disengaged position and an engaged position. The brake plate is configured to rotate about the axis of rotation, relative to the magnetic unit when in the disengaged position. The teeth of the brake plate are configured to engage the corresponding grooves of the magnetic unit when in the engaged position in response to generation of magnetic flux by the magnetic unit, such that rotation of the brake plate is ceased.

Abstract: A coast stop vehicle for stopping a drive source during vehicle running includes a power transmission means arranged between the drive source and drive wheels, a coast stop control means for executing a coast stop control to stop the drive source when a coast stop condition for stopping the drive source holds during the vehicle running, an electrical oil pump for supplying oil to the power transmission means during the coast stop control, a slip detection means for detecting a slip in the power transmission means during the coast stop control, and an electrical oil pump control means for causing the electrical oil pump to discharge a second discharge pressure higher than a first discharge pressure set before the slip in the power transmission means occurs when the slip occurs in the power transmission means during the coast stop control.

Abstract: Embodiments for heating a vehicle driveline are provided. One example method for a vehicle comprises heating a fluid with kinetic vehicle energy in response to a vehicle braking request, and directing the fluid to a driveline component. In this way, kinetic vehicle energy during a vehicle braking event may be used to heat a driveline component.

Abstract: A vehicle has a drive train comprising a drive unit, a hydrostatic-mechanical power-split gear unit operatively connected to the drive unit and an output, and at least one braking device. An additional actuating device is allocated to the braking device and is operatively connected with a power request element and/or a driving direction selection element. Upon the presence of a deceleration of the vehicle requested by the driver through the power request element and/or the driving direction selection element and, the braking device is actuated to an extent that initiates a braking torque in the drive train. Upon the presence of a requested deceleration of the vehicle, a driving torque on the side of the drive unit is provided in the area of the output for a braking device that is not actuated by the driver. If the rotational speed of the drive unit exceeds a defined threshold of rotational speed, the braking device is operated to an extent that initiates a braking torque in the drive train.

Abstract: A twin-clutch type hybrid transmission is configured to include an input shaft 10, an odd-numbered stage shift mechanism 30, an even-numbered stage shift mechanism 60, a motor power mechanism 20, and an output mechanism 90. The shift mechanisms 30 and 60 include transmission gear trains 32 and 62, and main clutches 34 and 64, respectively, the main clutches 34 and 64 for selectively transmitting the power of the transmission gear train 32 and the power of the transmission gear train 62 to transmission shafts 40 and 70, respectively. The shift mechanisms 30 and 60 also include shift gear trains 41, 43, 45, 47, 72, 74, 76, and 78 provided to the transmission shafts 40 and 70 to transmit rotation to the output mechanism 90, respectively, and mechanical clutches 50, 52, 80, and 82 for selectively engaging the corresponding shift gear trains and the transmission shafts 40 and 70, respectively. As a result, a compact twin-clutch type hybrid transmission having high transmission efficiency can be obtained.

Abstract: A creep travel capability of an electric vehicle is secured when an abnormality occurs in a brake sensor. When an accelerator operation amount reaches 0% in a low vehicle speed region, a target creep torque is set, whereupon a motor-generator is controlled toward the target creep torque. The target creep torque is reduced as a brake pedal is depressed in order to suppress heat generation and the like in the motor-generator during vehicle braking. Hence, in an electric vehicle in which the target creep torque is varied in accordance with the brake operation amount, when an abnormality occurs (step S11) in a brake sensor for detecting a brake operation amount, a preset prescribed creep torque is employed as the target creep torque regardless of the brake operation amount (step S15). The prescribed creep torque is set at a required magnitude for securing the creep travel capability.

Abstract: The invention relates to a method of controlling the stopping and starting of a heat engine (2) of a vehicle. The invention is of the type in which (i) it is necessary for the vehicle to be in an engine stop request phase, and not in pre-defined operating conditions that oppose the stopping of the engine (2), in order for the engine (2) to be stopped or (ii) it is necessary for the vehicle to be in an engine start request phase, and not in pre-defined operating conditions that oppose the starting of the engine (2), in order for the engine to be started. The invention is characterized in that the vehicle operating conditions that oppose the stopping of the engine (2) comprise slow congested traffic conditions constituting specific identification criteria.

Abstract: A process for controlling a drive train with an internal combustion engine, a transmission and an automatically actuated brake system. In the event of a defect of the transmission, retardation is effected by means of the automatically actuated brake system in order to avoid impermissibly high speeds in the drive train.

Abstract: A transmission control system and method for controlling the level of creep torque supplied by a powertrain. The transmission control system having a controller configured to receive output signals from any one of a driver interface device sensor, a grade sensor, and a brake pedal sensor. Based on the output signals, the level of necessary creep torque and be determined and supplied, reducing unnecessary fuel consumption.

Abstract: Systems and methods are provided for restarting an engine that can be selectively deactivated during idle-stop conditions. In one embodiment, the engine is restarted with torque reduction over an interval of the restart, for example, by upshifting the transmission. In response to a vehicle launch request, the torque reduction is decreased, for example, by downshifting the transmission, to expedite return of driveline torque.

Abstract: A hill start assistance method for a vehicle held in a stationary position by a braking system supplying a braking pressure, the braking system connected to a master cylinder controlled by a pressure transmitted by a user via a brake pedal. The method includes, upon detection of the release of pressure from the brake pedal by a pressure sensor: triggering a time-out; calculating a minimum pressure for holding the vehicle in a stationary position; and adjusting the braking pressure using the braking system such as to reduce the braking pressure in the braking system progressively. The system acts as a pressure regulator, and at the end of the time-out at the latest, the braking pressure is equal to a target pressure that is at least equal to the minimum pressure for holding the vehicle stationary.

Abstract: A method regulates a machine having a continuously variable transmission (CVT) and service brakes in a manner to reduce power transmission through the applied brakes. The method utilizes an unaltered torque-to-speed curve that relates the torque output to the speed output of the CVT. An under-run curve may be applied to the torque-to-speed curve and that corresponds to a target speed. The method may receive an operator input signal indicative of a braking event. In response, the method may shift the torque-to-speed curve to limit the output torque available. The method may also adjust the under-run curve in a manner that maintains correspondence with the target speed.