The present disclosure generally relates to vehicle diagnostic systems, and more particularly to diagnostic systems for a drive belt used in a continuously variable transmission (CVT).
Conventional vehicles, including utility vehicles and side-by-side vehicles, have an internal combustion engine that generates drive torque. To drive pistons of the engine, an air/fuel mixture combusts within cylinders and the air/fuel mixture is regulated via intake and exhaust valves. The intake valves are selectively opened to draw air into the cylinders, and the air is mixed with fuel to form the air/fuel mixture. To allow exhaust gas to exit from the cylinders after combustion, the exhaust valves are selectively opened at a specific time.
Continuously variable transmissions (CVTs) are typically installed in recreational vehicles, such as snowmobiles and all-terrain vehicles. The CVT provides an infinite number of different gears that are effective at transmitting torque from the engine to an output driveline of the transmission. The output driveline operatively couples the transmission to at least one ground engaging member.
However, due to a belted construction of the CVT, one of the drawbacks is that a drive belt of the CVT tends to wear out and become damaged prematurely when the drive belt is not broken in properly or used excessively under undesirable conditions. Since the drive belt solely transmits the engine power from a drive pulley to a driven pulley of the CVT, the drive belt is an important component of the CVT. Typically, the CVT drive belt is a V-belt, and is made from rubber, usually fiber-reinforced, that is rigid across but flexible along its length. During operation the drive belt undergoes extreme pressure and friction.
When the drive belt loses pressure between the sheaves of the CVT under high-load or over-load conditions, a slippage may occur causing belt damage, such as a spin-burn or hour-glassing event. For example, during the spin-burn event, a belt temperature may rapidly reach over 200 degrees Fahrenheit (° F.) without any warning, and may continue to rise up to 400° F. if no remedial action is taken. At that point, the drive belt is irreparably damaged, and without replacing the damaged drive belt, the vehicle cannot operate, thereby incurring increased maintenance costs and repair time.
As such, there are opportunities to develop an improved diagnostic system and method that can automatically detect or predict a fault of the drive belt before potential belt damage.
As discussed in greater detail below, an exemplary diagnostic system provides an enhanced diagnostic function for detecting the fault of the CVT drive belt using various circuits and other related systems. In an exemplary diagnostic system and method the monitoring of the operating parameters and the detecting the fault of the CVT drive belt are performed automatically.
Also included in the present disclosure is a system and method configured for monitoring patterns of operating parameter variations during a predetermined time period based on historical information of a comparative logic or algorithm. Further, the present diagnostic system provides enhanced displays and relations of the operating parameters in real time. Additionally, the operating parameters are displayed automatically without substantial manual interruptions. As a result, the overall operational time of an engine system is enhanced without incurring additional operating expenses and maintenance costs.
In one exemplary embodiment, a vehicle diagnostic method of a vehicle including an internal combustion engine and a continuously variable transmission (CVT) operatively coupled to the internal combustion engine is provided. The method comprising the steps of detecting at least one engine crankshaft acceleration variation event of the vehicle using a detection circuit; determining at least one operating parameter received from one or more sensors associated with an operation of the CVT using a monitoring circuit; and determining based on the at least one operating parameter when the at least one detected engine crankshaft acceleration variation is related to a fault of the drive belt of the CVT using an alert circuit. In one example, the diagnostic method further comprises including an environmental condition parameter as the at least one operating parameter, wherein the environmental condition parameter includes at least one of a fuel state signal, an engine coolant temperature signal, a drive belt temperature signal, and a clutch state signal. In another example, the diagnostic method further comprises including an engine-based parameter as the at least one operating parameter, wherein the engine-based parameter is related to at least one of a crankshaft acceleration signal, an engine torque signal, and a transmission gear position signal. In a further example, the diagnostic method further comprises including a driveline-based parameter as the at least one operating parameter, wherein the driveline-based parameter is related to at least one of a vehicle speed signal, an engine speed signal, and a wheel speed signal. In still another example, the diagnostic method further comprises detecting the at least one engine crankshaft acceleration variation event by measuring an acceleration or deceleration rate of a crankshaft acceleration signal. In yet another example, the diagnostic method further comprises detecting the at least one engine crankshaft acceleration variation event based on a variation pattern of the operating parameter measured during a predetermined time period. In a variation thereof, the diagnostic method further comprises determining whether a frequency of the variation pattern is greater than a predetermined threshold. In another variation thereof the diagnostic method further comprises determining whether a pattern time period of the variation pattern is greater than a predetermined time period. In a refinement of the variation thereof the diagnostic method further comprises determining whether a magnitude of the variation pattern. In a further example, the diagnostic method further comprises performing a first correction method for determining whether the engine crankshaft acceleration variation event is caused by a belt slipping event or an engine combustion misfire event based on a single occurrence of the at least one engine crankshaft acceleration variation event. In a yet further example, the diagnostic method further comprises performing a second correction method for determining whether the engine crankshaft acceleration variation event is caused by a belt slipping event or an engine combustion misfire event based on a plurality of occurrences of the at least one engine crankshaft acceleration variation event.
In another exemplary embodiment, a vehicle diagnostic method of a vehicle including an internal combustion engine and a continuously variable transmission (CVT) operatively coupled to the internal combustion engine is provided. The method comprising determining at least one operating parameter received from one or more sensors associated with an operation of the CVT using a monitoring circuit; detecting at least one belt slipping event of a drive belt of the CVT using a detection circuit; determining based on the at least one operating parameter when the at least one detected belt slipping event is related to an impending fault of the drive belt of the CVT using an alert circuit; and notifying the impending fault of the drive belt before belt or driveline damage of the vehicle occurs using the alert circuit. In one example, the diagnostic method further comprises generating an information signal related to the impending fault of the drive belt. In another example, the diagnostic method further comprises providing an option to override a user input by adjusting at least one value of the at least one operating parameter. In a further example, the diagnostic method further comprises detecting the at least one belt slipping event by the detection circuit in at least one of a retroactive control mode and an active control mode. In yet another example, the diagnostic method further comprises receiving a desired vehicle input parameter using the monitoring circuit. In still another example, the diagnostic method further comprises including an environmental condition parameter as the at least one operating parameter. In yet still another example, the diagnostic method further comprises including an engine-based parameter as the at least one operating parameter. In yet a further example, the diagnostic method further comprises including a driveline-based parameter as the at least one operating parameter. In still yet a further example, the diagnostic method further comprises detecting the belt slipping event based on a comparison of an engine-based parameter and a driveline-based parameter for predicting the impending fault of the drive belt. In a variation thereof, the diagnostic method further comprises determining whether at least one of the engine-based parameter and the driveline-based parameter is greater than a predetermined threshold. In a further still example, the diagnostic method further comprises informing the at least one detected belt slipping event using a display; and automatically adjusting the at least one operating parameter based on a predetermined table.
In a further exemplary embodiment, a vehicle diagnostic method of a vehicle including an internal combustion engine and a continuously variable transmission (CVT) operatively coupled to the internal combustion engine is provided. The method comprising the steps of: determining at least one operating parameter received from one or more sensors associated with an operation of the CVT using a monitoring circuit; detecting at least one critical belt life event of a drive belt of the CVT using a detection circuit; determining based on the at least one operating parameter when the at least one detected critical belt life event is related to a fault of the drive belt of the CVT using an alert circuit; and generating an information signal related to a life of the drive belt using the alert circuit. In an example, the diagnostic method further comprises including an environmental condition parameter as the at least one operating parameter, wherein the environmental condition parameter includes a temperature signal. In a further example, the diagnostic method further comprises including an engine-based parameter as the at least one operating parameter, wherein the engine-based parameter is related to at least one of an engine load signal, a throttle position signal, an engine torque signal, and an engine power signal. In yet a further example, the diagnostic method further comprises including a driveline-based parameter as the at least one operating parameter, wherein the driveline-based parameter is related to at least one of a vehicle speed signal and an engine speed signal. In still a further example, the diagnostic method further comprises detecting the critical belt life event based on a comparison of an engine-based parameter, a driveline-based parameter, and an environmental condition parameter; and predicting a remaining life of the drive belt based on the comparison. In a variation thereof, the diagnostic method further comprises determining whether the remaining life of the drive belt is less than a predetermined threshold. In another variation thereof, the diagnostic method further comprises displaying the information signal on a display using a textual or graphical indicator associated with the remaining life of the drive belt. In another example, the diagnostic method further comprises adjusting at least one of an engine-based parameter, a driveline-based parameter, and an environmental condition parameter based on the at least one detected critical belt life event.
In a further exemplary embodiment of the present disclosure, a vehicle diagnostic method of a vehicle including an internal combustion engine and a continuously variable transmission (CVT) operatively coupled to the internal combustion engine is provided. The method comprising the steps of: determining an amount of input energy provided to the CVT by the internal combustion engine; determining an amount of output thermal energy leaving the CVT; determining based on the amount of input energy and the amount of output thermal energy an amount of accumulated energy in the CVT; comparing the amount of accumulated energy to a threshold; and reducing the amount of input energy in response to the amount of accumulated energy satisfying the threshold. In an example thereof, the step of reducing the amount of input energy includes the step of reducing the power provided by the internal combustion engine to the CVT. In another example, the amount of input energy is determined based on mechanical input characteristics to the CVT. In yet another example, the amount of output thermal energy is determined based on fluid characteristics of the CVT. In still another example, the step of determining the amount of input energy provided to the CVT by the internal combustion engine includes the steps of: determining an output power of the internal combustion engine; determining a CVT clutch efficiency based on the determined output power; and determining the amount of input energy provided to the CVT based on the determined output power and the determined CVT clutch efficiency. In a variation thereof, the step of determining the CVT clutch efficiency based on the determined output power includes the step of retrieving from a database the determined CVT clutch efficiency. In yet still another example, the step of determining the amount of output thermal energy leaving the CVT includes the steps of: determining an air temperature of air entering an interior of the CVT; and determining the amount of output thermal energy leaving the CVT based on a CVT clutch airflow model, a heat transfer coefficient, and the determined air temperature.
In a yet further exemplary embodiment of the present disclosure, a vehicle diagnostic method of a vehicle including an internal combustion engine and a continuously variable transmission (CVT) operatively coupled to the internal combustion engine. The method comprising the steps of: detecting a plurality of engine crankshaft acceleration variation events; determining a frequency of the plurality of engine crankshaft acceleration variation events; determining a CVT belt interaction frequency of a drive belt of the CVT; and classifying the plurality of engine crankshaft acceleration variation events as one of an engine misfire event and a CVT belt damage event based on a comparison of the frequency to the CVT belt interaction frequency. In an example thereof, the step of determining the CVT belt interaction frequency of the drive belt of the CVT includes the steps of: determining a pitch diameter of a drive clutch of the CVT; determining a linear speed of the drive belt of the CVT based on the determined pitch diameter of the drive clutch and a rotational speed of a drive shaft of the CVT; and determining the CVT belt interaction frequency of the drive belt based on the determined linear speed of the drive belt of the CVT and a length of the belt.
Additional features and advantages of the present disclosure will become apparent to those skilled in the art upon consideration of the following detailed description of the illustrative embodiment exemplifying the best mode of carrying out the invention as presently perceived.
The embodiments will be more readily understood in view of the following description when accompanied by the below figures and wherein like reference numerals represent like elements, wherein:
Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of the present disclosure, the drawings are not necessarily to scale and certain features may be exaggerated in order to better illustrate and explain the present disclosure. The exemplifications set out herein illustrate an exemplary embodiment of the disclosure, in one form, and such exemplifications are not to be construed as limiting the scope of the disclosure in any manner.
The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. While the present disclosure is primarily directed to a continuously variable transmission (“CVT”), it should be understood that the features disclosed herein may be incorporated into one or more vehicles. Exemplary vehicles include all-terrain vehicles, side-by-side UTVs, utility vehicles, motorcycles, snowmobiles, golf carts, and other vehicles or devices incorporating a continuously variable transmission.
Referring now to
One or more of ground engaging members 102 are operatively coupled to a shiftable transmission 130 to power the movement of vehicle 100. Other suitable types of transmission, such as non-shiftable gear sets, are also contemplated. Exemplary power sources 106 include internal combustion engines and electric motors. In the illustrated embodiment, the power source 106 is an internal combustion engine.
An internal combustion power source 106 is represented in
A first output shaft 132 of shiftable transmission 130 is coupled to a rear drive unit 134. Rear drive unit 134 is coupled to corresponding wheels 104 of a rear axle 136 through half shafts 138. Rear drive unit 134 may be a differential. A second output shaft 140 of shiftable transmission 130 is coupled to a front drive unit 142. Front drive unit 142 is coupled to corresponding wheels 104 of a front axle 144 through half shafts 138. Front drive unit 142 may be a differential.
Various configurations of rear drive unit 134 and front drive unit 142 are contemplated. Regarding rear drive unit 134, in one embodiment rear drive unit 134 is a locked differential wherein power is provided to both of the wheels of axle 136 through output shafts 150. In one embodiment, rear drive unit 134 is a lockable/unlockable differential relative to output shafts 150. When rear drive unit 134 is in a locked configuration power is provided to both wheels of axle 136 through output shafts 150. When rear drive unit 134 is in an unlocked configuration, power is provided to one of the wheels of axle 136, such as the wheel having the less resistance relative to the ground, through output shafts 150. Regarding front drive unit 142, in one embodiment front drive unit 142 has a first configuration wherein power is provided to both of the wheels of front axle 144 and a second configuration wherein power is provided to one of the wheels of axle 144, such as the wheel having the less resistance relative to the ground.
In one embodiment, front drive unit 142 includes active descent control (“ADC”). ADC is a drive system that provides on-demand torque transfer to the front wheels when one of the wheels 104 of rear axle 136 lose traction and that provides engine braking torque to the wheels 104 of front axle 144. Both the on-demand torque transfer and the engine braking feature of front drive unit 142 may be active or inactive. In the case of the on-demand torque transfer, when active, power is provided to both of the wheels of front axle 144 and, when inactive, power is provided to one of the wheels of front axle 144. In the case of the engine braking, when active, engine braking is provided to the wheels of front axle 144 and, when inactive, engine braking is not provided to the wheels of front axle 144. Other suitable arrangements are contemplated for a two wheel drive system to suit the application. Exemplary front drive units are disclosed in U.S. patent application Ser. No. 12/816,052, filed Jun. 15, 2010, titled ELECTRIC VEHICLE, U.S. Pat. No. 5,036,939, and U.S. Pat. RE38,012E, the disclosures of which are expressly incorporated herein by reference.
In one embodiment, one or more of CVT unit 122, air intake system 124, and exhaust system 126 includes a sensor 160 which monitors a characteristic of the air within the interior of the respective CVT unit 122, air intake system 124, and exhaust system 126. In the illustrated embodiment, multiple sensors 160 are operatively and communicably connected to the transmission 130, the wheel 104, the air intake system 124, the exhaust system 126, and the CVT unit 122 for receiving signals from at least one of the connected sensors. Exemplary sensors include a temperature sensor, a speed sensor, and a load sensor. In one embodiment, sensors 160 provide an indication of a temperature of the air within the interior of the respective CVT unit 122, air intake system 124, and exhaust system 126 to an engine control circuit (ECC) 162 which includes logic to control the operation of power source 106. When a monitored air temperature exceeds a threshold amount, ECC 162 responds by at least one of limiting an output speed of output shaft 120 of power source 106, limiting a speed of vehicle 100, and indicating an overheat condition to an operator of vehicle 100 through a user interface, such as a gauge 164 or display 165, within an operator area of vehicle 100. Exemplary user interfaces are disclosed in U.S. patent application Ser. No. 15/161,720, filed May 23, 2016, titled DISPLAY SYSTEMS AND METHODS FOR A RECREATIONAL VEHICLE, the entire disclosure of which is expressly incorporated by reference. Exemplary indicators of an overheat condition include a light, a warning message on a display 165, and other suitable ways of communicating a condition to an operator. By limiting an engine speed or a vehicle speed, the temperature of the air in an interior of CVT unit 122 is reduced and a temperature of a drive belt in the interior of CVT unit 122 is reduced. This reduces the risk of a drive belt failure.
Referring to
Both of drive clutch 202 and driven clutch 204 are positioned within a housing 220 having an interior 222. Housing 220 may be comprised of multiple components which cooperate to form housing 220. The multiple components may also include features to direct air flow through interior 222 of housing 220. In one example, housing 220 includes a base having a first opening adapted to receive the drive shaft 120 and a second opening adapted to receive the driven shaft 128 and a cover coupled to the base. The cover and the base cooperating to define interior 222 of the housing 220. The cover and base may include features to direct air flow through interior 222 of housing 220.
As represented in
Referring now to
The fault of the drive belt 206 may refer to a deteriorating condition of the drive belt caused by the spin-burn or hour-glassing event. For example, during a substantial rotation of the drive sheaves relative to the near stationary drive belt, a slip in the drive belt 206 may create the hour-glassing event, changing side profiles of the drive belt 206 into an hour-glass shape. As an example only, when the wheels 104 are stuck in a ditch or a loose soil, such as mud or snow, an engine speed may increase but a wheel speed may decrease down to almost zero. Such lack of rotational movement of the wheels 104 may cause the driven shaft 128 to stop and cause the hour-glassing event on the drive belt 206.
In the illustrated embodiment, the DC 302 is microprocessor-based and includes a non-transitory computer readable medium or database 304 which includes processing instructions stored therein that are executable by the microprocessor of DC 302 to control operation of a diagnostic process of the CVT 122. A non-transitory computer-readable medium, or memory, may include random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (e.g., EPROM, EEPROM, or Flash memory), or any other tangible medium capable of storing information. For example, a predetermined calibration or empirical lookup table may be stored on a volatile or non-volatile memory for subsequent access.
Exemplary operating parameters relate to an engine speed (e.g., revolutions per minute (RPM)), an engine load (e.g., units of percentage relative load (% RL)), a throttle position (e.g., a throttle position percentage), an engine torque (e.g., inch-pounds or inch-ounces), an engine power and the like. Other suitable operating parameters are also contemplated to suit different applications. Detailed descriptions of exemplary operating parameters and signals are provided below in paragraphs relating to
As used herein, the term “circuit” or “unit” may refer to, be part of, or include an Application Specific Integrated Circuit (ASIC), an electronic circuit, a processor or microprocessor (shared, dedicated, or group) and/or memory (shared, dedicated, or group) that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality. Thus, while this disclosure includes particular examples and arrangements of the circuits, the scope of the present system should not be so limited since other modifications will become apparent to the skilled practitioner.
The term “logic” as used herein includes software and/or firmware executing on one or more circuits. Therefore, in accordance with the embodiments, various logic may be implemented in any appropriate fashion and would remain in accordance with the embodiments herein disclosed. A non-transitory machine-readable medium comprising logic can additionally be considered to be embodied within any tangible form of a computer-readable carrier, such as solid-state memory, magnetic disk, and optical disk containing an appropriate set of computer instructions and data structures that would cause a processor to carry out the techniques described herein.
This disclosure contemplates other embodiments in which the DC 302 is not microprocessor-based, but rather is configured to regulate operation of the diagnostic process of the CVT 122 based on one or more sets of hardwired instructions and/or software instructions stored in the database 304. Further, the DC 302 may be contained within a single device or be a plurality of devices networked together to provide the functionality described herein.
During the diagnostic process, the DC 302 regulates an overall diagnostic operation of the present system 300. In general, the DC 302 monitors at least one of the operating parameters or signals for diagnosing the drive belt 206 of the CVT 122 via a network 306, such as a controller area network (CAN) bus. Any type of network having a collection of networkable devices, such as computers, servers, and other hardware interconnected by communication channels is contemplated. Exemplary networks include wired or wireless networks or combinations thereof. Exemplary networks may include Bluetooth enabled networks or Wi-Fi enabled networks.
Also included in the diagnostic system 300 are one or more sensors 160, such as a throttle position sensor 308, an engine torque sensor 310, a temperature sensor 312, an engine load sensor 314, a vehicle speed sensor 316, an engine RPM sensor 318, a fuel sensor 320, and the like. Such sensors 160 are operatively connected to the DC 302 via the network 306 using the user interface, such as the gauge 164 or display 165, and configured for measuring operating characteristics and conditions of the vehicle 100. During operation, related information of the operating parameters or signals is displayed on the display 165 accessible to a user via the network 306. It is contemplated that the user may refer to an operator or any other system associated with the diagnostic system 300. The DC 302 manages interactions between the user and the DC 302 by way of a human machine interface (HMI), such as a gauge interface, a keyboard, a touch sensitive pad or screen, a mouse, a trackball, a voice recognition system, and the like. The display 165 (e.g., textual and graphical) is configured for receiving an input data from the user and/or the DC 302.
In one embodiment, the user uses an input device, such as the HMI, to graphically or textually interact with the present system 300. Associated data and/or parameters are generally received in the DC 302 and then transferred to the display 165 via a dedicated or shared communication system via the network 306. Further, any collaborative or third-party database reachable by the DC 302 can also be used as part of the diagnostic system 300.
Referring now to
All relevant information can be stored in the database 304, e.g., as a non-transitory data storage device and/or a machine readable data storage medium carrying computer-executable instructions, for retrieval by the DC 302 and its children circuits. Also included in the DC 302 is an interface circuit 332 for providing an interface between the DC 302, the database 304, the network 306, the sensors 160, and the display 165 of the vehicle 100. It is preferred that the interface circuit 332 provides electrical interconnections for performing diagnostic operation of, for example, the network 306, the display 165, and other related system devices, services, and applications.
The other devices, services, and applications may include, but are not limited to, one or more software or hardware components, etc., related to the DC 302. The interface circuit 332 also receives operating data or parameters related to the vehicle 100 from the sensors 160 or other related systems, which are communicated to the respective circuits, such as the DC 302, and its children circuits.
The monitoring circuit 322 is configured to receive the operating data and parameters via the interface circuit 332, and provide operating condition or characteristic information about the vehicle 100. Specifically, the monitoring circuit 322 provides detailed information of the engine or vehicle conditions, such as temperature, speed and power of the vehicle 100, relative to the CVT 122 using the sensors 160. In general, as discussed in greater detail below, diagnostic system 300 assesses its operational characteristics by evaluating the engine or vehicle operating conditions.
The detection circuit 324 is configured to receive the operating data and parameters from the network 306 via the interface circuit 332, and to examine the received operating data and parameters for diagnosing the drive belt 206 based on a predetermined set of rules or algorithms. During operation, the detection circuit 324 recognizes or identifies a predetermined triggering event caused by a condition change of the CVT 122, the power source 106, and/or the vehicle 100, and identifies or detects the fault of the drive belt 206 based on the triggering event. Exemplary triggering events are described in paragraphs below relating to
The alert circuit 326 is configured to generate an information signal or message INFO to inform the user or other users of the detected triggering event by converting the triggering event into a meaningful message recognizable by the user. More specifically, one or more triggering events are transformed by the alert circuit 326 into warning or status signals of the drive belt 206. Subsequently, the warning or status signals are delivered to the display 165, a mobile device, or any other computing device to alert the user or other users. It is also contemplated that when the triggering event is detected, the alert circuit 326 provides an option to override the user input by adjusting one or more values of the operating parameters to prevent damage to the drive belt 206, thereby alleviating the triggering event. Exemplary information signals are described in paragraphs below relating to
The storing circuit 328 is configured to digitally store relevant information related to the present diagnostic system 300 in the database 304. More specifically, the database 304 includes the operating data and parameters related to analysis data about the triggering events for the purposes of research, development, improvement of the comparative logic or algorithms and further investigations by the user or the related systems.
The display circuit 330 is configured to retrieve from the database 304 and interactively display an appropriate status or information message associated with the information signal INFO generated based on the triggering event for illustration on the display 165. An instance report related to each information signal INFO and the corresponding triggering event is graphically or textually generated by the display circuit 330 in real time. In one embodiment, the information is automatically transmitted to a central server, other vehicles, or any other suitable systems, as desired.
Referring now to
In the illustrated embodiment, steps 402 and 404 are performed simultaneously, but each step may be performed separately or individually independent from each other. In step 402, the monitoring circuit 322 receives a desired vehicle input signal or parameter from the user, such as a predetermined throttle position parameter, for opening and closing a throttle control valve, from the throttle position sensor 308, or a predetermined engine torque parameter from the engine torque sensor 310.
In step 404, the monitoring circuit 322 receives an environmental condition parameter or signal from the vehicle 100, such as a temperature signal from the temperature sensor 312 configured to measure temperature of the drive belt 206 or air temperature of the CVT 122. For example, the temperature sensor 312 may be disposed in the air supply conduit 230, the air exhaust conduit 238, or directly on or near the drive belt 206 using an infrared sensor. Other exemplary environmental condition signals include an engine manifold temperature, pressure or vacuum signal, a motion signal, a crankshaft acceleration signal, a transmission gear position signal, a CVT reduction rate signal, a driveline strain or torque signal, a steering angle signal, a steering rack displacement signal, and the like.
Additional suitable environmental condition signals are also contemplated as needed. For example, in another embodiment, the monitoring circuit 322 may receive a road load condition, such as a hard ground condition, a loose sandy condition, and the like, by detecting the road load condition using the sensor 160 or receiving the road load condition inputted by the user for applying the road load condition as one of the environmental condition signals.
It is preferred that steps 406 and 408 are performed simultaneously, but each step may be performed separately or individually independent from each other. In step 406, the monitoring circuit 322 receives and monitors at least one engine-based parameter, such as an engine load signal (e.g., % RL) from the engine load sensor 314, a throttle position signal (e.g., a throttle position percentage) from the throttle position sensor 308, or an engine torque signal (e.g., inch-pounds or inch-ounces) from the engine torque sensor 310. Other exemplary engine-based parameters include an engine power parameter, a transmission speed parameter, a crankshaft rotation or position parameter, an engine control unit (ECU) internal clock parameter, a crankshaft acceleration parameter, and the like, as received from each corresponding sensor 160.
In step 408, the monitoring circuit 322 monitors at least one driveline-based parameter, such as a vehicle speed parameter (e.g., miles/hour) from the vehicle speed sensor 316 or an engine speed parameter (e.g., RPM) from the engine speed sensor 318. Other exemplary driveline-based parameters include parameters received from an infrared sensor, a global positioning system sensor, a laser sensor, an ultrasonic sensor, a steering angle sensor, a steering rack displacement sensor, a gear position sensor, and the like. Other suitable chassis-based parameters are also contemplated to suit the application.
In step 410, the detection circuit 324 detects the belt slipping event based on a comparison of at least one of the engine-based and driveline-based parameters with a predetermined threshold for preventing damage related to the drive belt 206 of the CVT 122 or an output driveline of the transmission 130. Any combinations of the engine-based and driveline-based parameters are considered to detect the belt slipping event. For example, when a rotational speed ratio between the drive shaft 120 and the driven shaft 128 is 4:1 and an engine load is at 10-20% for a predetermined time period, e.g., 5 seconds, then the belt slipping event is suspected. As another example, when the rotational speed ratio between the drive shaft 120 and the driven shaft 128 is 7:1 and the engine load is at approximately 50% or greater for a predetermined time period, e.g., 1 second, then the belt slipping event may be in progress. When the at least one of the engine-based and driveline-based parameter is greater than the predetermined threshold, control proceeds to at least one of step 412 and step 414 depending on the application. Otherwise, control returns to steps 402 and 404.
For example only, the belt slipping event F(slip) may be defined by a function of time and at least one of the engine-based and driveline-based parameters, as provided by expression (1):
F(slip)=T·Parm (1)
wherein T denotes a time period and Parm denotes the at least one of the engine-based and driveline-based parameters. As an example, the belt slipping event may be detected by the detection circuit 324 when the engine RPM and the driveline speed parameters exceeding the predetermined threshold continue for a predetermined time period while the vehicle 100 is in a park or neutral position. An exemplary time period may range from 1 second to 5 seconds.
It is preferred that steps 412 and 414 are performed simultaneously, but each step may be performed separately or individually independent from each other. In step 412, the alert circuit 326 generates the information signal INFO based on the detected triggering event, the belt slipping event, to inform the user of the triggering event using the display 165. For example, the information signal INFO is displayed using a dashboard light or an audible signal including a textual or graphical indicator (e.g., a symbol or icon) on the display 165. Other suitable audio, visual, or tactile indicators are also contemplated.
In step 414, the alert circuit 326 automatically adjusts or modifies at least one of the operating parameters based on a predetermined calibration or empirical lookup table 334 stored in the database 304, such as the desired vehicle input parameters, the environmental condition parameters, the engine-based parameters, or the driveline-based parameters, to prevent or lessen the potential CVT or driveline damage. For example, when the detection circuit 324 identifies the belt slipping event, the alert circuit 326 automatically reduces the engine speed, the engine torque, the engine load, or the throttle position percentage, by a predetermined value. Other suitable adjustments or modifications of the operating parameters are contemplated to suit different applications. In one embodiment, the automatic adjustment step may be optionally turned ON or OFF as desired, and a progressive warning system may be utilized to gradually warn the user of the potential CVT or driveline damage using a color, hue, and saturation intensity technique. For example, a yellow light may indicate a low level warning suggesting the user to change to a lower gear, but a red light may indicate a high level warning automatically reducing the engine load or speed to a predetermined value.
In the illustrated embodiment, it is preferred that steps 502, 504, and 506 are performed simultaneously, but each step may be performed separately or individually independent from each other. In step 502, the monitoring circuit 322 receives the desired vehicle input signal or parameter from the user. In step 504, the monitoring circuit 322 receives the environmental condition parameter or signal from the vehicle 100. In step 506, the monitoring circuit 322 monitors the at least one driveline-based parameter.
In step 508, the detection circuit 324 detects the belt slipping event based on the comparison of at least one of the user desired vehicle input signal, the environmental condition signal, and the driveline-based parameter with the predetermined threshold for predicting potential damage related to the drive belt 206 of the CVT 122 or the output driveline of the transmission 130. Any combinations of the user desired vehicle input signal, the environmental condition signal, and the driveline-based parameter are considered to detect the belt slipping event. For example, when a desired throttle position percentage is at 20%, a rotational speed ratio between the drive shaft 120 and the driven shaft 128 is 4:1, and an engine load is at 10-20% for a predetermined time period, e.g., 5 seconds, then the belt slipping event is likely to occur. As another example, when the desired throttle position percentage is at 50%, the rotational speed ratio between the drive shaft 120 and the driven shaft 128 is 7:1, and the engine load is at approximately 50% or greater for a predetermined time period, e.g., 1 second, then the belt slipping event may be imminent. When a probability of having the fault of the drive belt 206 is greater than a predetermined threshold (e.g., 90%), control proceeds to at least one of step 510 and step 512 depending on the application. Otherwise, control returns to steps 502, 504, and 506.
It is preferred that steps 510 and 512 are performed simultaneously, but each step may be performed separately or individually independent from each other. In step 510, the alert circuit 326 generates the information signal INFO based on the detected belt slipping event to inform the user of the impending fault of the drive belt 206 before potential belt or driveline damage occurs. Similarly, in step 512, the alert circuit 326 automatically adjusts or modifies at least one of the operating parameters before the impending fault of the drive belt 206 to prevent or lessen the potential CVT or driveline damage. For example, the alert circuit 326 automatically reduces the throttle position percentage by a predetermined rate (e.g. 10% thereby reducing the throttle position percentage from 50% to 40%) to avoid the impending fault of the drive belt 206.
Based on the temperature parameter received from the temperature sensor 312 configured to measure temperature of the drive belt 206 or air temperature of the CVT 122, the detection circuit 324 provides an earlier detection of the critical belt life event for avoiding an overheat condition of the drive belt. Consequently, the longevity and durability of the drive belt 206 may be increased.
In step 602, the monitoring circuit 322 receives and monitors the environmental condition parameters or signals from the sensor 160, such as the temperature signal from the temperature sensor 312 configured to measure temperature of vehicle components, e.g., the drive belt 206 or the air intake or exhaust system 124, 126 of the CVT 122. For example, a drive belt temperature or a CVT air outlet temperature is measured by one or more temperature sensors 312.
In step 604, the monitoring circuit 322 receives and monitors the at least one engine-based parameter related to the engine load signal, the throttle position signal, the engine torque signal, the engine power signal, or the like. Other exemplary engine-based parameters include parameters related to a clutch ratio, a gear selection or position of the transmission, an intake pressure, an intake temperature, a driveline speed, an ECU clock, and the like, as received from each corresponding sensor 160.
In step 606, the monitoring circuit 322 receives and monitors the at least one driveline-based parameter, such as the vehicle speed parameter from the vehicle speed sensor 316 or the engine speed parameter from the engine speed sensor 318. In certain embodiments, a wheel speed sensor is also used to monitor the speed parameter.
In step 608, the detection circuit 324 detects the critical belt life event based on a comparison of at least one of the engine-based, driveline-based, and environmental condition parameters with a predetermined threshold for predicting a remaining life of the drive belt 206 of the CVT 122. When the at least one of the engine-based, driveline-based, and environmental condition parameters is greater than the predetermined threshold, control proceeds to at least one of step 612 and step 614. Otherwise, control returns to steps 602, 604, and 606.
For example only, the critical belt life event F(life) may be defined by a function of time and at least one of the engine-based, driveline-based, and environmental parameters, as provided by expression (2):
F(life)=Remainer−T·Parm (2)
wherein T denotes a time period, Parm denotes the at least one of the engine-based, driveline-based, and environmental condition parameters, and Remainer denotes a remaining life time period left for the drive belt 206. As an example, the critical belt life event may be detected by the detection circuit 324 when the belt temperature exceeding a predetermined threshold (e.g., greater than 250° F.) continues for a predetermined time period (e.g., 10-15 minutes), or a remaining life of the drive belt 206 is less than a minimum life time threshold. In one embodiment, the minimum life time threshold is determined by at least one of a belt temperature, a belt speed, and a belt load. As an example only, when the belt temperature is at 250° F. for 15 minutes, the remaining life time period is approximately 150 hours, but when the belt temperature is at 330° F. for 10 minutes, the remaining life time period is approximately 10 hours. The belt temperature (or the belt speed or load) and the belt life time period have an inverse relationship such as a negative exponential slope on a graph. As such, the remaining life time period can also be similarly calculated based on the belt speed and the belt load to suit different applications. As such, a thermal degradation of the drive belt 206 is predicted by the detection circuit 324.
In step 610, when the detection circuit 324 detects that the remaining life of the drive belt 206 is less than the minimum life time threshold (e.g., 10% remaining life left), control proceeds to at least one of step 612 and step 614 (or simultaneously to both steps 312 and 314) depending on the application. Otherwise, control returns to steps 602, 604, and 606.
In step 612, the alert circuit 326 generates the information signal INFO based on the detected triggering event to inform the user using the display 165. For example, the information signal INFO is displayed by the display circuit 330 using a dashboard light or an audible signal including a textual or graphical indicator (e.g., ° F./° C. belt temperature reached (or to be reached), miles-to-belt-failure, % belt life remaining, or % belt life used) on the display 165, requesting maintenance of the drive belt 206. Other suitable audio, visual, or tactile indicators are also contemplated.
In step 614, the alert circuit 326 automatically adjusts or modifies at least one of the operating parameters, such as the environmental condition parameters, the engine-based parameters, or the driveline-based parameters, based on the calibration table 334 stored in the database 304 to prevent or lessen the potential CVT drive belt failure. For example, when the detection circuit 324 identifies the critical belt life event, the alert circuit 326 automatically reduces the vehicle speed by a predetermined value. Other suitable adjustments or modifications of the operating parameters are contemplated to suit different applications.
During operation, the engine crankshaft acceleration variation event may be perceived to be caused by the belt slipping event described above, or an improper firing sequence event of the power source 106. Engine crankshaft acceleration variation event detection logic 700 distinguishes the belt slipping event from an engine combustion misfire event. Thus, it is advantageous that the present method improves the diagnosis of the fault of the drive belt 206 without regard to a combustion misfire signal.
In step 702, the monitoring circuit 322 receives and monitors the environmental condition parameter or signal from the vehicle 100, such as a fuel state signal (e.g., fuel ON/OFF) from the fuel sensor 320 or an engine coolant temperature signal from the temperature sensor 312. Other exemplary environmental condition signals include a drive belt temperature signal, a clutch state signal, or the like. For example, the clutch state signal may indicate a fully engaged state, a partially engaged state, or a non-engaged state. Also, a sheave position signal may be used as one of the environmental condition signals.
In one embodiment, the belt slipping event can be ignored within a predetermined tolerance range when the crankshaft acceleration signal is less than a predetermined lower threshold. However, the belt slipping event cannot be ignored when the crankshaft acceleration signal is greater than a predetermined upper threshold (i.e., when the vehicle or engine speed reaches a predetermined threshold), and the vehicle 100 is decelerating from a current speed down to a lesser speed. If the fuel state signal is OFF during the deceleration, an initial predetermined time period may be the best time period for which the belt slipping event can be detected.
In step 704, the monitoring circuit 322 receives and monitors the at least one engine-based parameter related to the crankshaft acceleration signal, the engine torque signal, the transmission gear position signal, or the like. Other exemplary engine-based parameters include parameters related to a clutch ratio, a gear selection or position, an intake pressure, an intake temperature, a driveline speed, an ECU clock, and the like, as received from each corresponding sensor 160.
In step 706, the monitoring circuit 322 receives and monitors the at least one driveline-based parameter, such as the vehicle speed parameter from the vehicle speed sensor 316 or the engine speed parameter from the engine speed sensor 318. In one embodiment, a wheel speed signal received from the wheel speed sensor is also used to monitor the speed parameter.
In step 708, the detection circuit 324 detects the engine crankshaft acceleration variation event based on a variation pattern of at least one operating parameter measured during a predetermined time period. For example, the engine crankshaft acceleration variation event is detected by measuring an acceleration or deceleration rate of the crankshaft acceleration signal based on a crankshaft rotation angle (e.g., at each 90°, 180°, or 270°). When a time-windowed acceleration or deceleration rate of the crankshaft acceleration signal is greater than a predetermined threshold, an initial detection of the variation pattern is recognized by the detection circuit 324. In one embodiment, the time-windowed acceleration or deceleration rate is not needed to be measured in an entire cycle of the engine.
In step 710, after the initial detection of the variation pattern, the detection circuit 324 records or stores data related to the variation pattern at a predetermined time interval (e.g., at each engine cycle) in the database 304 for subsequent comparison. In step 712, when a frequency of the variation pattern is greater than a predetermined threshold, the variation pattern lasts longer than a predetermined time period, or any combination of the frequency and the pattern time period is greater than a predetermined threshold (or time period), control proceeds to at least one of step 714 and step 716. Otherwise, control returns to steps 702, 704, and 706.
For example only, the engine crankshaft acceleration variation event F(ecav) may be defined by a function of parameter variation pattern, time period (or frequency) and at least one of the engine-based, driveline-based, and environmental parameters, as provided by expression (3):
F(ecav)=Pattern·(T|Freq)·Parm (3)
wherein Pattern denotes a parameter variation pattern, T denotes a time period, Freq denotes a frequency of the parameter variation pattern, and Parm denotes the at least one of the engine-based, driveline-based, and environmental condition parameters. In one embodiment, when a predetermined variation pattern of the crankshaft acceleration signal is detected, and the detected variation pattern lasts for a predetermined time period, or repeats a predetermined number of times, the engine crankshaft acceleration variation event is detected by the detection circuit 324. For example, when the engine is in an off throttle or zero fueling event, during a 1 second deceleration time period, the engine may be reducing speed from 3500 to 2500 RPM. In this case, an undamaged belt would have approximately 100 detectable engine compression or inertially induced crank shaft accelerations or decelerations. In contrast, a belt with a damaged section would have approximately an additional 8 to 30 detectable crankshaft acceleration or decelerations.
It is preferred that the alert circuit 326 selectively performs step 714 or 716 depending on the application. Specifically, in step 714, when a single occurrence of the engine crankshaft acceleration variation event is detected, the alert circuit 326 performs a first or fast correction method for determining whether the engine crankshaft acceleration variation event is caused by the belt slipping event or the engine combustion misfire event. In one embodiment, the time-windowed acceleration or deceleration rate is determined based on a vehicle speed, a transmission state, a coolant temperature, and a clutch state.
As an example only, when the engine crankshaft acceleration variation event is detected during a shorter time period (e.g., 2-10 milliseconds) and the fuel state signal is OFF or the engine speed is low (e.g., 100 RPM), the engine combustion misfire event is not occurring but the belt slipping event is in progress. In another embodiment, when the engine crankshaft acceleration variation event is detected and a negative torque is detected, when the engine is producing less torque than required to idle, the vehicle 100 is decelerating. During the deceleration, if the drive belt 206 is not fully engaged, the belt slipping event is likely to occur. Thus, it is advantageous that the accurate diagnosis of the exact cause of the engine crankshaft acceleration variation event is achieved by the first or fast correction method.
In step 716, when a plurality of occurrences of the engine crankshaft acceleration variation events are detected, the alert circuit 326 performs a second or slow correction method for determining whether the engine crankshaft acceleration variation event is caused by the belt slipping event or the engine combustion misfire event. For example, when multiple engine crankshaft acceleration variation events are detected during a longer time period (e.g., 2-60 seconds) (alternatively, the time period may be a couple of minutes) and the engine torque is high during the time period, the belt slipping event is in progress, not the engine combustion misfire event. In one embodiment, the belt slipping event is investigated based on scenarios wherein one of fuel off, low torque, and high torque are identified. During a fuel off scenario, if there is a variation in the crankshaft signal then the engine crankshaft acceleration variation event is classified as a belt slipping event. During a low torque scenario, if a magnitude variation in crankshaft signal is above a certain threshold then the engine crankshaft acceleration variation event is classified as a belt slipping event. During a high engine torque scenario, the engine crankshaft acceleration variation event will be classified as an engine combustion misfire event. In one example, if the engine crankshaft acceleration variation event cannot be classified as a belt slipping event, it is classified as an engine combustion misfire event. In one example, if an engine combustion misfire event is found, then the fuel injector to the cylinder that has misfired is deactivated. As with the first correction method, it is advantageous that the accurate diagnosis of the engine crankshaft acceleration variation event is achieved by the second or slow correction method.
In step 718, the alert circuit 326 generates the information signal INFO based on the detected triggering event to inform the user using the display 165. For example, the information signal INFO is displayed on the display 165 for warning the user of an occurrence of the belt slipping event based on the detected engine crankshaft acceleration variation events.
One example of an engine crankshaft acceleration variation event being classified as either a belt slipping event or an engine misfire event is provided in
Monitoring circuit 322 monitors an engine crank position value with an input from an engine crank position sensor 802, an engine rpm value with an input from an engine rpm sensor 804, and a shiftable transmission input shaft rpm value with an input from a downstream rpm sensor 806, as represented by block 810. Exemplary downstream rpm sensors 806 are positioned to determine the rotational speed of a shaft that ultimately is drive by the output shaft of the CVT such as an input shaft of a a shiftable transmission, a output shaft of the shiftable transmission, a wheel speed sensor, and a half shaft. If the shaft being monitored by sensor 806 is the output shaft of a shiftable transmission or downstream from a shiftable transmission, a gear position sensor 807 (see
Processing sequence 800 determines an interaction frequency that would be associated with a damaged CVT belt, as represented by block 814. Detection circuit 324 monitors for an observed time-windowed acceleration or deceleration rate of the crankshaft acceleration signal, as represented by block 816. If an observed crankshaft acceleration variation event is detected, the frequency of the observed crankshaft acceleration variation event is compared to the determined interaction frequency of a damaged CVT belt by alert circuit 326, as represented by block 818. If the observed crankshaft acceleration variation event frequency is within a first threshold amount of the determined interaction frequency of a damaged CVT belt, the observed crankshaft acceleration variation event is classified as a CVT damaged belt event, as represented by block 820. Otherwise the observed crankshaft acceleration variation event is classified as an engine misfire event, as represented by block 822. In either case, alert circuit 326, provides an indication to the operator of the vehicle of the condition. Alternatively, in the case of an engine misfire event, the fuel to the cylinder which is misfiring is stopped or the fuel and spark to the cylinder which is misfiring is stopped. The provision of fuel or fuel and spark to the cylinder is reset at the next key restart of the vehicle.
In one embodiment, the first threshold amount is an absolute amount in Hertz, such as 100 Hertz. In another embodiment, the first threshold amount is a percentage amount. An exemplary percentage is within about 10 percent above or below the determined interaction frequency of a damaged CVT belt. In embodiments, the observed crankshaft acceleration variation event frequency is compared to both the determined interaction frequency of a damaged CVT belt and to a multiple of the determined interaction frequency of a damaged CVT belt.
Referring to
Based on the determined CVT ratio (CVTRATIO) and the detected engine output speed (ESPEED), a pitch diameter (DPDIAMETER) of drive clutch 202 of CVT 200 is determined, as represented by block 848. The pitch diameter (DPDIAMETER) corresponds to the diameter on drive clutch 202 that drive belt 206 is riding upon. As is understood in the art, the spacing between the sheaves 208, 210 is adjustable resulting in drive clutch 202 having many possible pitch diameters. In one example, diagnostic circuit 302 references a lookup table 850 provided in database 304 to determine the pitch diameter of drive clutch 202. Diagnostic circuit 302 provides the determined CVT ratio (CVTRATIO) and detected engine speed (ESPEED) as inputs to the lookup table 850, which returns a pitch diameter (DPDIAMETER) associated with the provided determined CVT ratio (CVTRATIO) and detected engine speed (ESPEED). In one example, diagnostic circuit 302 selects a pitch diameter (DPDIAMETER) from lookup table 850 that has the closest corresponding determined CVT ratio (CVTRATIO) and detected engine speed (ESPEED).
Based on the determined pitch diameter (DPDIAMETER), diagnostic circuit 302 determines a linear belt speed of CVT belt 206 (BELTSPEED), as represented by block 852. The linear belt speed of CVT belt 206 (BELTSPEED) and a known length of CVT belt 206, are used by diagnostic circuit 302 to determine an interaction frequency (BELTFREQ) of a point on CVT belt 206 with drive clutch 202, as represented by block 854. If CVT belt 206 has a damaged area, the damaged area will interact with drive clutch 202 at the determined frequency from block 854 referred to as the interaction frequency of a damaged CVT belt (BELTFREQ). Exemplary belt damages include spin burn damage, a missing cog on the CVT belt, and a cord pop-out.
Referring to
Diagnostic circuit 302 determines an amount of energy input into CVT 200 (EIN), as represented by block 902. Diagnostic circuit 302 further determines an amount of thermal energy exiting CVT 200 (EOUT), as represented by block 904. In one embodiment, the energy input into CVT 200 is determined based on mechanical efficiencies of the CVT and mechanical power put into CVT 200 while the energy exiting the CVT is determined based on thermal characteristics of the air flowing through CVT 200.
Diagnostic circuit 302 compares the energy into CVT 200 (EIN) and the thermal energy exiting CVT 200 (EOUT) to determine if energy is accumulating within CVT 200, as represented by block 906. Energy accumulating within CVT 200 results in a rise in the temperature of belt 206 of CVT 200. Energy is accumulating within CVT 200 when (EOUT) is less than (EIN).
If energy is accumulating within CVT 200, diagnostic circuit 302 compares the amount of accumulated energy to a threshold level, as represented in block 908. If the amount of accumulated energy exceeds the threshold level, diagnostic circuit 302 causes a reduction in the energy put into CVT 200 (EIN), as represented by block 910, such as by reducing the peak output power of the power source 106 or the peak output torque of the power source 106. In one embodiment, the reduction in peak output power of power source 106 is gradual to avoid a rapid decline in the peak output power of power source 106.
To cause the reduction in peak output power of power source 106 diagnostic circuit 302 sends a message to the ECC 162 of power source 106. An exemplary message is a CAN message over a CAN network bus. Alternatively, if diagnostic circuit 302 is part of ECC 162 as illustrated in
Referring to
The CVT clutch efficiency map has different efficiency values for corresponding output power levels (ENGINEPOWER). In one example, diagnostic circuit 302 selects a CVT clutch efficiency (CLUTCHEFFICIENCY) from lookup table 936 that has the closest corresponding determined output power level (ENGINEPOWER). The CVT clutch efficiency is an estimate of the percentage of energy passing from the drive shaft 120 associated with CVT 200 to the driven shaft 128 associated with CVT 200. The remainder of the energy is assumed to be retained in the interior of CVT 200 as heat. Diagnostic circuit 302 determines the energy put into CVT 200 (EIN) from the product (ENGINEPOWER) and the quantity of (1-CLUTCHEFFICIENCY), as represented by block 938.
Referring to
The above detailed description and the examples described therein have been presented for the purposes of illustration and description only and not for limitation. For example, the operations described can be done in any suitable manner. The methods can be performed in any suitable order while still providing the described operation and results. It is therefore contemplated that the present embodiments cover any and all modifications, variations, or equivalents that fall within the scope of the basic underlying principles disclosed above and claimed herein. Furthermore, while the above description describes hardware in the form of a processor executing code, hardware in the form of a state machine, or dedicated logic capable of producing the same effect, other structures are also contemplated.
This application claims the benefit of U.S. Provisional Application No. 62/448,875, filed Jan. 20, 2017, titled DIAGNOSTIC SYSTEMS AND METHODS OF A CONTINUOUSLY VARIABLE TRANSMISSION, the entire disclosure of which is expressly incorporated by reference herein.
Number | Name | Date | Kind |
---|---|---|---|
4495836 | Cohen | Jan 1985 | A |
4580465 | Omitsu | Apr 1986 | A |
4593581 | Omitsu | Jun 1986 | A |
4665773 | Hiramatsu et al. | May 1987 | A |
4700590 | Omitsu | Oct 1987 | A |
4829433 | Nakano et al. | May 1989 | A |
5342258 | Egyed | Aug 1994 | A |
5860891 | Baeuerle | Jan 1999 | A |
5928110 | Vornehm et al. | Jul 1999 | A |
5971887 | Hattori et al. | Oct 1999 | A |
6059686 | Takahashi | May 2000 | A |
6113517 | Salecker et al. | Sep 2000 | A |
6188944 | Kolmanovsky et al. | Feb 2001 | B1 |
6217476 | Mueller et al. | Apr 2001 | B1 |
6218804 | Toriyama et al. | Apr 2001 | B1 |
6345221 | Hattori et al. | Feb 2002 | B2 |
6354413 | Heller et al. | Mar 2002 | B2 |
6450314 | Jaeckel et al. | Sep 2002 | B2 |
6506136 | Schmid et al. | Jan 2003 | B2 |
6514175 | Taniguchi et al. | Feb 2003 | B2 |
6533702 | Asyama et al. | Mar 2003 | B1 |
6553297 | Tashiro et al. | Apr 2003 | B2 |
6565480 | Endo et al. | May 2003 | B2 |
6591705 | Reik et al. | Jul 2003 | B1 |
6602160 | Tsutsui | Aug 2003 | B2 |
6620076 | Kawamura et al. | Sep 2003 | B1 |
6622072 | Asumi et al. | Sep 2003 | B2 |
6679361 | Ahnert et al. | Jan 2004 | B2 |
6799108 | Aldrich et al. | Sep 2004 | B2 |
6813551 | Taniguchi et al. | Nov 2004 | B2 |
6865467 | Berger et al. | Mar 2005 | B2 |
6887180 | Pels et al. | May 2005 | B2 |
7002454 | Gustafson | Feb 2006 | B1 |
7029410 | Sawada et al. | Apr 2006 | B2 |
7108631 | Inoue et al. | Sep 2006 | B2 |
7115067 | Tashiro | Oct 2006 | B2 |
7192383 | Shimada et al. | Mar 2007 | B2 |
7226385 | Tabata et al. | Jun 2007 | B2 |
7322902 | Tabata et al. | Jan 2008 | B2 |
7474012 | Tabata et al. | Jan 2009 | B2 |
7481737 | Tabata et al. | Jan 2009 | B2 |
7520351 | Uchisasai et al. | Apr 2009 | B2 |
7548805 | Yamaguchi et al. | Jun 2009 | B2 |
7573219 | Kees et al. | Aug 2009 | B2 |
7665561 | Shiozaki et al. | Feb 2010 | B2 |
7666110 | Iwatsuki et al. | Feb 2010 | B2 |
7678014 | Nohara et al. | Mar 2010 | B2 |
7727109 | Matsubara et al. | Jun 2010 | B2 |
7753818 | Kamada et al. | Jul 2010 | B2 |
7766778 | Tabata et al. | Aug 2010 | B2 |
7771309 | Kamada et al. | Aug 2010 | B2 |
7803086 | Tabata et al. | Sep 2010 | B2 |
7806790 | Iwatsuki et al. | Oct 2010 | B2 |
7824307 | Matsubara et al. | Nov 2010 | B2 |
7909582 | Kumazaki et al. | Mar 2011 | B2 |
7909728 | Tabata et al. | Mar 2011 | B2 |
7917277 | Tabata et al. | Mar 2011 | B2 |
7922617 | Matsubara et al. | Apr 2011 | B2 |
7953538 | Matsubara et al. | May 2011 | B2 |
7955215 | Shibata | Jun 2011 | B2 |
7959535 | Matsubara et al. | Jun 2011 | B2 |
7970505 | Suzuki | Jun 2011 | B2 |
7974749 | Zettel et al. | Jul 2011 | B2 |
7979176 | Yurgil et al. | Jul 2011 | B2 |
7988596 | Miguchi | Aug 2011 | B2 |
7998022 | Matsubara et al. | Aug 2011 | B2 |
8002653 | Shiozaki et al. | Aug 2011 | B2 |
8002659 | Ichiba | Aug 2011 | B2 |
8010266 | Lee | Aug 2011 | B2 |
8036801 | Tabata et al. | Oct 2011 | B2 |
8038572 | Matsubara et al. | Oct 2011 | B2 |
8050827 | Hasegawa et al. | Nov 2011 | B2 |
8052570 | Kumazaki et al. | Nov 2011 | B2 |
8083638 | Imamura et al. | Dec 2011 | B2 |
8167064 | Iwase et al. | May 2012 | B2 |
8177679 | Matsubara et al. | May 2012 | B2 |
8207840 | Zhang et al. | Jun 2012 | B2 |
8226185 | Jones et al. | Jul 2012 | B2 |
8246507 | Shibata et al. | Aug 2012 | B2 |
8251864 | Tabata et al. | Aug 2012 | B2 |
8267824 | Tabata et al. | Sep 2012 | B2 |
8271178 | Matsubara et al. | Sep 2012 | B2 |
8287429 | Kumazaki et al. | Oct 2012 | B2 |
8303467 | Iwase et al. | Nov 2012 | B2 |
8311694 | Imai et al. | Nov 2012 | B2 |
8312987 | Lynn et al. | Nov 2012 | B2 |
8313413 | Nomasa et al. | Nov 2012 | B2 |
8323146 | Tabata et al. | Dec 2012 | B2 |
8342274 | Imamura et al. | Jan 2013 | B2 |
8348795 | Kumazaki et al. | Jan 2013 | B2 |
8370034 | Kumazaki et al. | Feb 2013 | B2 |
8392076 | Kobayashi et al. | Mar 2013 | B2 |
8403807 | Tabata et al. | Mar 2013 | B2 |
8447449 | Prucka et al. | May 2013 | B2 |
8527167 | Yamanaka et al. | Sep 2013 | B2 |
8554400 | Ichioka et al. | Oct 2013 | B2 |
8562482 | Shibata et al. | Oct 2013 | B2 |
8594898 | Totsuka | Nov 2013 | B2 |
8604776 | Lynn | Dec 2013 | B2 |
8628439 | Tay | Jan 2014 | B2 |
8630775 | Kitaori et al. | Jan 2014 | B2 |
8634978 | Matsubara et al. | Jan 2014 | B2 |
8655560 | Matsubara et al. | Feb 2014 | B2 |
8740747 | Tabata et al. | Jun 2014 | B2 |
8769949 | Vandyne et al. | Jul 2014 | B2 |
8812206 | Totsuka et al. | Aug 2014 | B2 |
8914201 | Doihara et al. | Dec 2014 | B2 |
8914204 | Kodama et al. | Dec 2014 | B2 |
8924058 | Jung et al. | Dec 2014 | B2 |
8924071 | Stanek | Dec 2014 | B2 |
9002595 | Davis et al. | Apr 2015 | B2 |
9037311 | Matsuda | May 2015 | B2 |
9046174 | Kanehara et al. | Jun 2015 | B2 |
9057438 | Sakagami et al. | Jun 2015 | B2 |
9079484 | Kumazaki et al. | Jul 2015 | B2 |
9091344 | Ito | Jul 2015 | B2 |
9150213 | Ishikawa et al. | Oct 2015 | B2 |
9240115 | Omura et al. | Jan 2016 | B2 |
9248741 | Ikushima et al. | Feb 2016 | B2 |
9347372 | Spohn et al. | May 2016 | B2 |
9353858 | Kinoshita | May 2016 | B2 |
9505310 | Kronfeld et al. | Nov 2016 | B2 |
9541013 | Gauthier et al. | Jan 2017 | B2 |
9586478 | Yasunaga et al. | Mar 2017 | B2 |
9618114 | Suzumura et al. | Apr 2017 | B2 |
9633491 | Wonderlich | Apr 2017 | B2 |
9702315 | Palmer | Jul 2017 | B1 |
9708992 | Moriya et al. | Jul 2017 | B2 |
9809195 | Giese et al. | Nov 2017 | B2 |
9945432 | Yoshida | Apr 2018 | B2 |
9964209 | Tay | May 2018 | B2 |
10011213 | Palmer | Jul 2018 | B1 |
10058031 | Brown et al. | Aug 2018 | B1 |
10167931 | Honjo | Jan 2019 | B2 |
20040209719 | Ochiai | Oct 2004 | A1 |
20050090618 | Okuno | Apr 2005 | A1 |
20050267665 | Iwatsuki et al. | Dec 2005 | A1 |
20060054128 | Allyn et al. | Mar 2006 | A1 |
20060270520 | Owens | Nov 2006 | A1 |
20070142141 | Vornehm | Jun 2007 | A1 |
20080149407 | Shibata et al. | Jun 2008 | A1 |
20080153664 | Tabata et al. | Jun 2008 | A1 |
20080300100 | Matsubara et al. | Dec 2008 | A1 |
20090069132 | Tay | Mar 2009 | A1 |
20090303065 | Lipowski | Dec 2009 | A1 |
20100006365 | Hasegawa et al. | Jan 2010 | A1 |
20100062884 | Tay | Mar 2010 | A1 |
20100100292 | Lv | Apr 2010 | A1 |
20140228168 | Kaufman et al. | Aug 2014 | A1 |
20140296027 | Takahashi | Oct 2014 | A1 |
20150260264 | Petridis et al. | Sep 2015 | A1 |
20160076442 | Spohn et al. | Mar 2016 | A1 |
20160123463 | Tay | May 2016 | A1 |
20160230886 | Sasaki | Aug 2016 | A1 |
20160347895 | Morikawa et al. | Dec 2016 | A1 |
20170307077 | Sakagami | Oct 2017 | A1 |
20180065639 | Barath et al. | Mar 2018 | A1 |
20180174374 | Choi | Jun 2018 | A1 |
20180244260 | Ruybal et al. | Aug 2018 | A1 |
20180251131 | Doering et al. | Sep 2018 | A1 |
20190316532 | Houle | Oct 2019 | A1 |
Number | Date | Country |
---|---|---|
201496045 | Jun 2010 | CN |
101262162 | Apr 2011 | CN |
203728114 | Jul 2014 | CN |
204506885 | Jul 2015 | CN |
103571582 | Aug 2015 | CN |
104828517 | Aug 2015 | CN |
104948708 | Apr 2017 | CN |
106864765 | Jun 2017 | CN |
107100747 | Aug 2017 | CN |
19631294 | Feb 1997 | DE |
10050218 | Apr 2002 | DE |
102008040178 | Jan 2009 | DE |
102012002693 | Aug 2013 | DE |
0615082 | Sep 1994 | EP |
0625937 | Nov 1994 | EP |
0681119 | Nov 1995 | EP |
0733831 | Sep 1996 | EP |
0751288 | Jan 1997 | EP |
0834680 | Apr 1998 | EP |
0838613 | Apr 1998 | EP |
0896895 | Feb 1999 | EP |
0929409 | Jul 1999 | EP |
1302702 | Apr 2003 | EP |
1403561 | Mar 2004 | EP |
1439337 | Jul 2004 | EP |
1605191 | Dec 2005 | EP |
1739158 | Jan 2007 | EP |
1739159 | Jan 2007 | EP |
1739321 | Jan 2007 | EP |
1900975 | Mar 2008 | EP |
2006146 | Dec 2008 | EP |
2014498 | Jan 2009 | EP |
2228563 | Sep 2010 | EP |
2308734 | Apr 2011 | EP |
2375103 | Oct 2011 | EP |
2384945 | Nov 2011 | EP |
2426375 | Mar 2012 | EP |
2503197 | Sep 2012 | EP |
2541100 | Jan 2013 | EP |
2620672 | Jul 2013 | EP |
2644470 | Oct 2013 | EP |
2650571 | Oct 2013 | EP |
2708103 | Mar 2014 | EP |
2757012 | Jul 2014 | EP |
2759693 | Jul 2014 | EP |
2813700 | Dec 2014 | EP |
2878506 | Jun 2015 | EP |
2937383 | Oct 2015 | EP |
2944497 | Nov 2015 | EP |
2977651 | Jan 2016 | EP |
2980457 | Feb 2016 | EP |
2988015 | Feb 2016 | EP |
3045362 | Jul 2016 | EP |
3045364 | Jul 2016 | EP |
3048020 | Jul 2016 | EP |
3150454 | Apr 2017 | EP |
3184615 | Jun 2017 | EP |
3273100 | Jan 2018 | EP |
3290251 | Mar 2018 | EP |
3336388 | Jun 2018 | EP |
3348871 | Jul 2018 | EP |
3366905 | Aug 2018 | EP |
2961573 | Dec 2011 | FR |
2315526 | Feb 1998 | GB |
3034CHE2013 | Aug 2013 | IN |
06-008909 | Jan 1994 | JP |
08-004865 | Jan 1996 | JP |
2780830 | Jul 1998 | JP |
2788267 | Aug 1998 | JP |
2825815 | Nov 1998 | JP |
2956418 | Oct 1999 | JP |
2001-140674 | May 2001 | JP |
2002-136902 | May 2002 | JP |
2002-136903 | May 2002 | JP |
2002-347477 | Dec 2002 | JP |
3418068 | Jun 2003 | JP |
3446389 | Sep 2003 | JP |
2004-124841 | Apr 2004 | JP |
2004-270885 | Sep 2004 | JP |
3663972 | Jun 2005 | JP |
2005-349917 | Dec 2005 | JP |
3736149 | Jan 2006 | JP |
2006-103541 | Apr 2006 | JP |
2006-299813 | Nov 2006 | JP |
2007-290630 | Nov 2007 | JP |
4055297 | Mar 2008 | JP |
4078837 | Apr 2008 | JP |
4107272 | Jun 2008 | JP |
2008-174164 | Jul 2008 | JP |
4192849 | Dec 2008 | JP |
4200955 | Dec 2008 | JP |
2009-012618 | Jan 2009 | JP |
4218632 | Feb 2009 | JP |
4229046 | Feb 2009 | JP |
4244956 | Mar 2009 | JP |
4249197 | Apr 2009 | JP |
2009-133406 | Jun 2009 | JP |
2009-137332 | Jun 2009 | JP |
2009-137365 | Jun 2009 | JP |
2009-143417 | Jul 2009 | JP |
2009-149179 | Jul 2009 | JP |
2009-166741 | Jul 2009 | JP |
2009-227096 | Oct 2009 | JP |
2009-227097 | Oct 2009 | JP |
2009-255839 | Nov 2009 | JP |
4356227 | Nov 2009 | JP |
2009-280176 | Dec 2009 | JP |
2009-280177 | Dec 2009 | JP |
2010-023775 | Feb 2010 | JP |
4422131 | Feb 2010 | JP |
2010-047187 | Mar 2010 | JP |
2010-065731 | Mar 2010 | JP |
2010-070034 | Apr 2010 | JP |
2010-126094 | Jun 2010 | JP |
2010-127380 | Jun 2010 | JP |
4539700 | Sep 2010 | JP |
4565832 | Oct 2010 | JP |
4659374 | Mar 2011 | JP |
4780313 | Sep 2011 | JP |
4809734 | Nov 2011 | JP |
4967634 | Jul 2012 | JP |
2012-148735 | Aug 2012 | JP |
5018871 | Sep 2012 | JP |
5020884 | Sep 2012 | JP |
5035209 | Sep 2012 | JP |
5040590 | Oct 2012 | JP |
5076914 | Nov 2012 | JP |
5272465 | Aug 2013 | JP |
5293069 | Sep 2013 | JP |
2013-216915 | Oct 2013 | JP |
5321023 | Oct 2013 | JP |
5326451 | Oct 2013 | JP |
5330669 | Oct 2013 | JP |
5332427 | Nov 2013 | JP |
5411448 | Feb 2014 | JP |
5445306 | Mar 2014 | JP |
5673446 | Feb 2015 | JP |
5729934 | Jun 2015 | JP |
5742339 | Jul 2015 | JP |
5742341 | Jul 2015 | JP |
5751158 | Jul 2015 | JP |
5828674 | Dec 2015 | JP |
5929859 | Jun 2016 | JP |
2016-215732 | Dec 2016 | JP |
6142859 | Jun 2017 | JP |
2017-166509 | Sep 2017 | JP |
2017-171970 | Sep 2017 | JP |
6237438 | Nov 2017 | JP |
6361343 | Jul 2018 | JP |
6430885 | Nov 2018 | JP |
0387615 | Oct 2003 | WO |
2004097160 | Nov 2004 | WO |
2006109158 | Oct 2006 | WO |
2007009018 | Jan 2007 | WO |
2007044128 | Apr 2007 | WO |
2009022588 | Feb 2009 | WO |
2009114414 | Sep 2009 | WO |
2009145745 | Dec 2009 | WO |
2009150039 | Dec 2009 | WO |
2011021084 | Feb 2011 | WO |
2011044535 | Apr 2011 | WO |
2011107276 | Sep 2011 | WO |
2011115304 | Sep 2011 | WO |
2011127138 | Oct 2011 | WO |
2012029953 | Mar 2012 | WO |
2012152913 | Nov 2012 | WO |
2013068800 | May 2013 | WO |
WO2013079530 | Jun 2013 | WO |
WO2013091039 | Jun 2013 | WO |
2013141253 | Sep 2013 | WO |
2014037471 | Mar 2014 | WO |
2014042032 | Mar 2014 | WO |
2014108988 | Jul 2014 | WO |
2014200622 | Dec 2014 | WO |
2014208117 | Dec 2014 | WO |
2015133573 | Sep 2015 | WO |
2015178309 | Nov 2015 | WO |
2015191536 | Dec 2015 | WO |
2016057555 | Apr 2016 | WO |
2016099770 | Jun 2016 | WO |
WO2016138285 | Sep 2016 | WO |
2016172013 | Oct 2016 | WO |
2016183238 | Nov 2016 | WO |
2017135204 | Aug 2017 | WO |
2017135205 | Aug 2017 | WO |
WO 2018136853 | Jul 2018 | WO |
Entry |
---|
International Search Report and Written Opinion of the International Searching Authority, PCT/US2018/014624 to Polaris Industries Inc., dated Jun. 20, 2018, 20 pages. |
International Preliminary Report on Patentability issued by the International Bureau of WIPO, dated Jul. 23, 2019, for International Patent Application No. PCT/US2018/014624; 13 pages. |
Number | Date | Country | |
---|---|---|---|
20180211454 A1 | Jul 2018 | US |
Number | Date | Country | |
---|---|---|---|
62448875 | Jan 2017 | US |