Bombardier Recreational Products Inc.

Brp-Powertrain Gmbh & Co Kg

Jean-Philippe Houle

Francois-Charles Dumas

Roger Rioux

Johann Wilflinger

Andre Gilbert

Patrick Raffelsberger

Robert Wagner

André Gilbert

Johann Wilfinger

A vehicle has an engine, a limited slip differential (LSD) mounted on an axle driven by the engine, and left and right wheels operably connected to the LSD. At least one parameter indicative of a riding condition of the vehicle is determined. A slippery driving condition is detected based on the at least one parameter. The LSD is selectively locked in response to the detection. The slippery driving condition is detected when a torque requested by a user is above a load line of the engine, upon successive wheel slips occurrences, and/or when a wheel slip is detected while a preload is applied to the LSD.

Control of a limited slip differential optimized for slippery driving conditions

A limited slip differential (LSD) is mounted on a driven axle of a vehicle to drive left and right wheels. To control the LSD, a speed of the vehicle is determined. A value of a preload for application to the LSD is also determined. The value of the preload is based on a predicted engine torque and on the speed of the vehicle. A preload is applied to the LSD when the value of the preload is greater than zero.

Control of a limited slip differential based on an engine torque

A vehicle has an engine, an accelerator control, a limited slip differential (LSD) mounted on an axle driven by the engine, and left and right wheels operably connected to the LSD. An accelerator control position is sensed. A speed of the vehicle is optionally sensed. In order to prevent wheel spin, a high load is selectively applied to the LSD when the accelerator control position meets or exceeds a predetermined position threshold. Optionally, application of the high load may depend on the speed of the vehicle being less than a predetermined speed threshold, the accelerator control position concurrently meeting or exceeding the predetermined position threshold. In order to enhance directional stability of the vehicle, a stabilization load is optionally applied when the speed of the vehicle meets or exceeds the predetermined speed threshold.

Control of a limited slip differential based on an accelerator control position

A method for controlling a motor of a vehicle and the vehicle are presented. The vehicle includes the motor, a control unit, a continuously variable transmission (CVT) comprising a primary pulley, a secondary pulley, and a belt looped around the primary and secondary pulleys, the belt transmitting torque between the primary and secondary pulleys and at least one ground engaging member operatively connected to the secondary pulley. The method is performed at least in part by the control unit. The method comprises determining a CVT ratio of the CVT; determining a current power output of the motor; determining a power boundary based in part on the CVT ratio; determining, when the current power output of the motor is greater than the power boundary, a torque setting based at least in part on the CVT ratio; and controlling the motor to operate under conditions corresponding to the torque setting.

Method for controlling a motor of a vehicle

A limited slip differential (LSD) transfers a torque from an engine to left and right wheels of a vehicle. A current angle of a steering device is determined. Rotational speeds of 5 the left and right driven wheels are also determined. A current wheel slip of is calculated as a difference between the rotational speeds of the left and right wheels. Maximum and minimum allowed wheel slips are calculated as a function of the current steering angle. The LSD is controlled so that the current wheel slip stays in a range between the maximum and minimum allowed wheel slips. To this end, the LSD is loaded if the wheel slip falls outside of the range 0 between the maximum and minimum allowed wheel slips.

Control of a limited slip differential based on a steering angle of a vehicle

A limited slip differential (LSD) is mounted on a driven axle of a vehicle to drive left and right wheels. To control the LSD, a current input torque applied to the LSD is determined and a predicted engine torque is determined based on an accelerator control position. A current average speed of the left and right wheels is also determined. A preload is applied to the LSD. The preload is determined based on the predicted engine torque and to the current average speed of the left and right wheels.

A method for controlling an internal combustion engine of a vehicle having a continuously variable transmission is disclosed. When a driven pulley speed is less than a predetermined driven pulley speed and an actual engine speed is less than an engine speed causing a driving pulley speed to be a driving pulley engagement speed: controlling the engine to increase the actual engine speed to increase the driving pulley speed to be at least the driving pulley engagement speed. When the driven pulley speed is above the predetermined driven pulley speed, the actual engine speed is greater than the engine speed causing the driving pulley speed to be the driving pulley engagement speed, and the desired engine speed is less than the engine speed causing the driving pulley speed to be the driving pulley engagement speed: controlling the engine to operate under conditions corresponding to an engine braking speed.

Method for engine braking a vehicle having a continuously variable transmission

A method for controlling an engine of a vehicle going downhill with a throttle operator in an idle position, and a driven pulley of a CVT initially having a driven pulley speed below a predetermined driven pulley speed, includes: determining a first speed, the first speed being proportional to the driven pulley speed; as the driven pulley speed increases and the driven pulley speed is below the predetermined driven pulley speed, increasing an actual engine speed as the driven pulley speed increases; the actual engine speed being an engagement speed when the driven pulley speed is the predetermined driven pulley speed; and as the driven pulley speed continues to increase and the driven pulley speed is above the predetermined driven pulley speed: controlling the engine to operate under conditions corresponding to an engine braking speed thereby causing engine braking, the engine braking speed being less than the actual engine speed.

A vehicle has an engine, a CVT and at least one ground engaging member. A method of controlling the engine includes the steps of: determining an idle speed set point based at least in part on a first speed proportional to a driven pulley speed, the idle speed set point being less than an engagement speed when the driven pulley speed is less than a predetermined driven pulley speed and being less than an actual engine speed when the driven pulley speed is greater than the predetermined driven pulley speed; and controlling the engine to operate under conditions corresponding to the idle speed set point when a desired engine speed is less than the idle speed set point. Controlling the engine to operate under conditions corresponding to the idle speed set point causes engine braking when the driven pulley speed is greater than the predetermined driven pulley speed.

A vehicle transmission comprises a locking mechanism selectively preventing an at least one shift drum disposed on a shift drum shaft from rotating. The locking mechanism is movable between a first position and a second position. When in the first position, the locking mechanism prevents the at least one shift drum from rotating in the first direction to engage a first locked position. When in the second position, the locking mechanism prevents the at least one shift drum from rotating in the second direction to engage a second locked position. The second locked position is sequentially before the first locked position in the first direction.

Vehicle transmission gear locking mechanism

A vehicle () having a frame, at least two wheels (), a straddle seat (), a handlebar () with first () and second () handles, an engine (), and a semi-automatic transmission (). A reverse actuator () is electronically connected to a control unit () of the semi-automatic transmission. At least one shifter () is electronically connected to the control unit such that moving the at least one shifter to an up-shift position causes the control unit to send a signal to the semi-automatic transmission to shift up and moving the at least one shifter to the down-shift position causes the control unit to send a signal to the semi-automatic transmission to shift down. The control unit sends a signal to the semi-automatic transmission to select the at least one reverse gear () only when the reverse actuator is actuated while the at least one shifter is moved. A method of controlling a semi-automatic transmission is also disclosed.

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Sherbrooke, Canada

Jean-Philippe Houle