阅读说明：本技术 具有无级变速器的车辆控制系统和控制方法 (Vehicle control system and control method with continuously variable transmission ) 是由 塔克·比亚拉斯 郑态镇 李亨熙 金世振 南周铉 于 2019-06-06 设计创作，主要内容包括：本申请公开了一种具有无级变速器的车辆控制系统和控制方法。车辆具有带离合器机构的无级变速器(CVT)系统,其调节离合器机构的扭矩容量。车辆中的CVT系统进一步包括主滑轮、副滑轮和CVT带,用于将扭矩从与输入轴可旋转地连接的动力源传输到车轮。离合器机构包括在动力源与CVT滑轮组件之间的前进(FWD)离合器。车辆控制系统检测CVT系统的车轮滑动并且控制FWD离合器的扭矩容量,并且系统被配置成通过消散由车轮滑动产生的尖峰扭矩来避免CVT带的滑动。(A vehicle control system and control method with a continuously variable transmission are disclosed. A vehicle has a Continuously Variable Transmission (CVT) system with a clutch mechanism that regulates torque capacity of the clutch mechanism. The CVT system in a vehicle further includes a primary pulley, a secondary pulley, and a CVT belt for transmitting torque from a power source rotatably connected with the input shaft to the wheels. The clutch mechanism includes a Forward (FWD) clutch between the power source and the CVT pulley assembly. The vehicle control system detects wheel slip of the CVT system and controls the torque capacity of the FWD clutch, and the system is configured to avoid slipping of the CVT belt by dissipating spike torque generated by the wheel slip.)

1. A vehicle control system in a vehicle having a continuously variable transmission system including a continuously variable transmission pulley assembly and a clutch mechanism for transmitting torque from a power source rotationally connected with an input shaft to wheels, the vehicle control system comprising:

a communicator operable to detect a real-time speed of at least one of the wheels; and

a controller operable to evaluate an allowable target speed of the input shaft, the controller determining to activate the vehicle control system by comparing the real-time speed of at least one of the wheels with the allowable target speed,

wherein when a controller determines that wheels of the continuously variable transmission system are slipping, the controller adjusts the torque capacity of the clutch mechanism by activating the system.

2. The vehicle control system of claim 1, wherein the controller determines that the wheel is slipping when the detected real-time speed of at least one of the wheels exceeds the estimated allowable target speed of the input shaft.

3. The vehicle control system of claim 1, wherein the controller reduces the torque capacity of the clutch mechanism for dissipating spike torque generated by the wheel slip.

4. The vehicle control system of claim 1, wherein the clutch mechanism includes a forward clutch for transmitting the torque from the power source to the continuously variable transmission pulley assembly.

5. The vehicle control system of claim 4, wherein the forward clutch is rotationally connected with the input shaft and a main shaft between the power source and a main pulley.

6. The vehicle control system of claim 1, wherein the clutch mechanism includes a rear clutch rotationally connected with a secondary shaft between a secondary pulley and the wheel.

7. The vehicle control system of claim 1, wherein the controller regulates the torque capacity of the clutch mechanism by communicating with a hydraulic controller.

8. The vehicle control system of claim 1, wherein the controller adjusts the torque capacity of the clutch mechanism by communicating with an electronic actuator.

9. A method for controlling a clutch mechanism in a vehicle having a continuously variable transmission system including a continuously variable transmission pulley assembly, the clutch mechanism and controller for transmitting torque from a power source rotationally connected with an input shaft to a wheel, the method comprising the steps of:

detecting a real-time speed of at least one of the wheels;

evaluating an allowable target speed of the input shaft;

determining wheel slip of the continuously variable transmission system by comparing the real-time speed of at least one of the wheels with the allowable target speed;

activating the controller when it is determined that the wheel is slipping; and

adjusting a torque capacity of the clutch mechanism to dissipate a spike torque generated by the wheel slip.

10. The method of claim 9, wherein the wheel slip is determined when the detected real-time speed of at least one of the wheels exceeds the estimated allowable target speed of the input shaft.

11. The method of claim 9, the controller reducing the torque capacity of the clutch mechanism to dissipate a spike torque generated by the wheel slip.

12. The method of claim 9, wherein the clutch mechanism includes a forward clutch for transmitting the torque from the power source to the continuously variable transmission pulley assembly.

13. The method of claim 12, wherein the forward clutch is rotationally connected with the input shaft and a main shaft between the power source and a main pulley.

14. The method of claim 9, wherein the clutch mechanism includes a rear clutch rotationally connected with a secondary shaft between a secondary pulley and the wheel.

15. The method of claim 9, wherein the controller adjusts the torque capacity of the clutch mechanism by communicating with a hydraulic controller.

16. The method of claim 9, wherein the controller adjusts the torque capacity of the clutch mechanism by communicating with an electronic actuator.

Technical Field

The present disclosure relates to a control system and a control method for a vehicle having a Continuously Variable Transmission (CVT) system, and more particularly to a control system and a control method for controlling a clutch mechanism in a vehicle.

Background

The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

A powertrain for a vehicle generates and transmits torque to a driveline to propel the vehicle in response to an operator command. Typically, torque is generated by an internal combustion engine and one or more non-compound torque machines in a hybrid powertrain system. A powertrain having an internal combustion engine coupled to a continuous or Continuously Variable Transmission (CVT) may be used to provide tractive effort in a vehicle. Among CVTs equipped in a power system of a vehicle, there are a belt type continuously variable transmission, a toroidal type continuously variable transmission, and the like. The features of the CVT include the ability to continuously change speed ratios, and the CVT is capable of infinitely varying through an infinite number of effective gear ratios between a maximum gear ratio and a minimum gear ratio.

A Continuously Variable Transmission (CVT) mechanism incorporated in a belt type continuously variable transmission includes two pulleys-a primary pulley attached to an input shaft and a secondary pulley attached to an output shaft, each pulley having two sheaves, and a drive belt wound around these pulleys. Additionally, frictional engagement between the sheave of each pulley and the belt couples the belt to each pulley to transfer torque from one pulley to the other. The gear ratio is the ratio of the torque of the secondary pulley to the torque of the primary pulley, and can be changed by moving the two sheaves of one pulley closer and the two sheaves of the other pulley farther. Thus, the CVT mechanism continuously controls the gear ratio by changing the diameter of the rings of the drive belt.

A Continuously Variable Transmission (CVT) mechanism incorporated in a toroidal continuously variable transmission includes a disk and roller mechanism that transmits power between the disks. A toroidal continuously variable transmission includes at least one input disc rotatably coupled to a torque generator (e.g., an internal combustion engine), and at least one output disc rotatably coupled to a transmission output. The roller mechanism is sandwiched between the input and output discs. Therefore, it continuously controls the torque transmission ratio by changing the contact radius of the roller with respect to each disc.

The above information disclosure in this background section is only for enhancement of understanding of the background of the disclosure and may contain information that does not form the prior art.

Disclosure of Invention

The present disclosure provides vehicle control systems and methods in a vehicle having a Continuously Variable Transmission (CVT) system including a CVT pulley assembly and a clutch mechanism for transmitting torque from a power source rotatably connected with an input shaft to wheels.

According to one aspect of the disclosure, a vehicle control system includes a communicator operable to detect a real-time speed of at least a wheel, and a controller operable to evaluate an allowable target speed of an input shaft. The controller determines to activate the vehicle control system by comparing the real-time speed of the at least one wheel to an allowable target speed. Additionally, when the controller determines that the wheels of the CVT system are slipping, the controller adjusts the torque capacity of the clutch mechanism by activating the system.

According to another aspect of the present disclosure, the controller determines that the wheel is slipping when the detected real-time speed of the at least one wheel exceeds the estimated allowable target speed of the input shaft. Allowance of

According to another aspect of the disclosure, the controller reduces the torque capacity of the clutch mechanism to dissipate spike torque generated by wheel slip.

According to another aspect of the present disclosure, the clutch mechanism is a Forward (FWD) clutch for transmitting torque from the power source to the CVT pulley assembly. The FWD clutch is rotatably connected with the input shaft and the main shaft between the power source and the main pulley.

According to one aspect of the present disclosure, the clutch mechanism includes a rear clutch rotatably connected with a secondary shaft between the secondary pulley and the wheel.

According to another aspect of the disclosure, the controller regulates the torque capacity of the clutch mechanism by communicating with the hydraulic controller.

According to one aspect of the disclosure, the controller adjusts the torque capacity of the clutch mechanism by communicating with the electronic actuator.

According to one aspect of another aspect of the present invention, a method for controlling a clutch mechanism in a vehicle having a Continuously Variable Transmission (CVT) system including a CVT pulley assembly, the clutch mechanism and controller for transmitting torque from a power source rotatably connected with an input shaft to wheels includes the steps of: detecting a real-time speed of at least a speed of at least one wheel; evaluating an allowable target speed of the input shaft; determining wheel slip in the CVT system by comparing the real-time speed of at least one wheel to an allowable target speed; activating a controller when wheel slip is determined; and adjusting the torque capacity of the clutch mechanism to dissipate spike torque generated by wheel slip.

According to another aspect of the present disclosure, wheel slip is determined when the detected real-time speed of the at least one wheel exceeds the estimated allowable target speed of the input shaft.

Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

Drawings

In order that the disclosure may be well understood, various forms thereof will now be described, by way of example, with reference to the accompanying drawings, in which:

FIG. 1 shows a schematic diagram of a Continuously Variable Transmission (CVT) system according to an exemplary form of the present invention;

FIG. 2 is a graph illustrating the controlled torque capacity of the Forward (FWD) clutch when wheel slip occurs, according to the prior art;

FIG. 3 is a logic diagram illustrating operation of a vehicle control system according to an exemplary form of the present disclosure;

FIG. 4 is a flow chart illustrating operation of a vehicle control system according to an exemplary form of the present disclosure;

FIG. 5 is a schematic illustration of a CVT system according to another exemplary form of the present disclosure; and

fig. 6 is a schematic diagram of a CVT system according to another exemplary form of the present disclosure.

The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

Detailed Description

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that the same or corresponding parts and features are denoted by the same reference numerals throughout the figures.

While the exemplary form has been described as using a plurality of units to perform the exemplary process, it should be understood that the exemplary process may be performed by one or more modules. Additionally, it should be understood that the term controller refers to a hardware device that includes a memory and a processor. The memory is configured to store the modules and the processor is specifically configured to execute the modules to perform one or more processes described further below.

Further, the control logic of the present disclosure may be formed as a non-transitory computer readable medium on a computer readable medium containing executable program instructions executed by a processor, controller, or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, Compact Disc (CD) -ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device.

Fig. 1 shows a Continuously Variable Transmission (CVT) system 10 controlled by a vehicle control system 50 including a controller 52 and a communicator 54. As shown in fig. 1, the continuously variable transmission system 10 is a belt type continuously variable transmission system including a main shaft 12 driven by a power source 14 and a counter shaft 32 parallel to the main shaft 12. Rotation of the primary shaft 12 is transmitted to the secondary shaft 32 through a Continuously Variable Transmission (CVT) pulley assembly 20, which continuously varies the transmitted rotation 20. The rotation of the countershaft 32 is transmitted to the wheels 34.

As shown in fig. 1, the power source 14 is rotatably coupled to the CVT pulley assembly 20 and the clutch mechanism 17 by the input shaft 11 and the main shaft 12. In fig. 1, for example, if an internal combustion engine is used as one of the power sources 14, the CVT system further includes a torque converter 16. However, according to other forms of the present disclosure, the torque converter 16 may be omitted when an electric motor is used as one of the power sources 14. Therefore, the electric motor is rotatably and directly coupled to the clutch mechanism 17 through the input shaft 11 without the torque converter 16. Wheels 34 are rotatably coupled to CVT pulley assembly 20 by secondary shaft 32. Additionally, operation of the CVT system 10 is monitored and controlled by a controller 52 in the vehicle control system 50 in response to driver commands and other vehicle operating factors.

In FIG. 1, when an internal combustion engine is used as the power source 14, the torque converter 16 is rotatably connected with the input shaft 11 and may be a device that provides a fluid coupling between its input and output members for transferring torque transmitted from the engine. According to other forms of the present disclosure, the torque converter 16 may be omitted. As shown in fig. 1, the torque converter 16 is rotatably coupled to the clutch mechanism 17 and serves as an input to the CVT pulley assembly 20.

As shown in fig. 1, for example, when an internal combustion engine having a torque converter 16 is used as the power source 14, the clutch mechanism 17 is configured to switch the direction of torque transmitted from the engine as the power source 14, and includes a plurality of gear sets (not shown), a reverse brake (not shown), and a Forward (FWD) clutch 18. The FWD clutch 18 is selectively engageable to connect the torque converter 16 and the CVT pulley assembly 20 such that these elements rotate together as a single unit. For example, when both the FWD clutch 18 and the reverse brake are released, the input shaft 11 and the main shaft 12 are disengaged, and the clutch mechanism 17 becomes a neutral state so that it does not transmit power to the main shaft 12. When the FWD clutch 18 is engaged under a condition that the reverse brake is released, the rotation of the input shaft 11 is transmitted to the CVT pulley assembly 20 without change. On the other hand, when the reverse brake is engaged under the condition that the FWD clutch 18 is released, the negative rotation of the input shaft 11 is transmitted to the CVT pulley assembly 20. Thus, the engine is then operable to drive the CVT pulley assembly 20 in either a forward or rearward direction. According to other forms of the present disclosure, the torque converter 16, the clutch mechanism 17, and the CVT pulley assembly 20 may be interconnected in a different manner and still achieve a forward-reverse shift.

In fig. 1, a CVT pulley assembly 20 includes a primary pulley 22 as a driving pulley, a secondary pulley 24 as a driven pulley, and a Continuously Variable Transmission (CVT) belt 26. For example, the belt CVT system 10 may be advantageously controlled by a vehicle control system 50. The main sheave 22 provided on the main shaft 12 has a first sheave 22a and a second sheave 22b, the first sheave 22a being coupled to the main shaft 12 as a fixed sheave, and the second sheave 22b being opposed to the first sheave 22a as a movable sheave in the axial direction of the main shaft 12. The sub-pulley 24 provided on the counter shaft 32 has a third sheave 24a and a third sheave 24b, the third sheave 24a is combined with the counter shaft 32 as a fixed sheave, and the fourth sheave 24b is opposed to the third sheave 24a as a movable sheave in the axial direction of the counter shaft 12.

In fig. 1, CVT belt 26 is shown wrapped around primary pulley 22 and secondary pulley 24. According to other forms of the present disclosure, a chain or any flexible continuously rotating device may be implemented for transmitting torque between the primary pulley 22 and the secondary pulley 24. By changing the width between primary pulley 22 and secondary pulley 24, the diameter of the loop of CVT belt 26 around primary pulley 22 and the diameter of the loop of CVT belt 26 around secondary pulley 24 are continuously changed. The speed ratio of the continuously variable transmission pulley assembly 20 is defined by the ratio of the CVT output speed to the CVT input speed. Therefore, the distance between the first sheave 22a and the second sheave 22b can be changed by moving the second sheave 22b in the axial direction of the main shaft 12 to change the position of the CVT belt 26 on the grooves of the first sheave 22a and the second sheave 22 b. Likewise, the distance between the third sheave 24a and the fourth sheave 24b can also be changed by moving the fourth sheave 24b in the axial direction of the counter shaft 32 to change the ratio of the CVT sheave assembly 20.

To change the speed ratio of the CVT pulley assembly 20 and transmit torque to the wheels 34, a clamping force (applied by hydraulic pressure) may be applied to one of the primary and secondary pulleys 22, 24 via one or more pulley actuators (not shown). The clamping force effectively compresses the second and fourth sheaves 22b and 24b of the main and secondary pulleys 22 and 24, respectively, to vary the distance between the first and second sheaves 22a and 22b in the main pulley 22 and the distance between the third and fourth sheaves 24a and 24b in the secondary pulley 24. As described above, the change in the distance between the sheaves causes the rotatable CVT belt 26 to move higher or lower on the surface of each of the sheave 22a, the sheave 22b, the sheave 24a, and the sheave 24 b. The speed ratio of the CVT pulley assembly 20 can change due to the change in distance between them.

The clamping force of each of the primary pulley 22 and the secondary pulley 24 may also be used to transfer a desired amount of torque from the primary pulley 22 to the secondary pulley 24 through the CVT belt 26, where the amount of clamping force applied is intended to avoid slipping of the CVT belt 26. However, when the torque input to the CVT pulley assembly 20 is greater than a frictional or shearing force, slipping of the CVT belt 26 occurs. For example, because the spike torque generated by the disturbance condition is greater than the friction on the surfaces of the sheaves 22a, 22b, 24a, and 24b of the primary or secondary pulley 22 or 24, the disturbance in the output torque may cause the CVT belt 26 to slide within the primary or secondary pulley 22 or 24. As an external source, sudden road conditions (such as icy, snowy, or rainy roads) may cause the wheels of the vehicle to be fast due to the slippage of the wheels 34. Thus, the wheel inertia torque, which is a spike torque, transmits an additional torque to the CVT pulley assembly 20 through the counter shaft 32. Thus, the additional torque may cause slipping of the CVT belt 26 and cause damage to the surfaces of the sheaves in the primary and secondary pulleys 22, 24.

To avoid slipping of the CVT belt 26, a vehicle control system 50, including a controller 52 and a communicator 54, as shown in fig. 1, utilizes the FWD clutch 18 rotatably coupled to the CVT pulley assembly 20 via the main shaft 12. The controller 52 is operable to adjust the existing pressure control of the FWD clutch 18 to dissipate the spike torque generated by the slip of the wheels 34. In a conventional CVT system, for example, a vehicle control system is operable to increase the clamping force of each of the primary pulley and the secondary pulley to avoid slipping of the CVT belt or chain, but there is a limitation in increasing the clamping force. Thus, in the present disclosure, a controller 52 in the vehicle control system 50 operates the CVT system 10 by communicating with one or more sensors or sensing devices (not shown) mounted in each component of the CVT system 10 for controlling and protecting the potential slippage of the CVT belt 26.

As described above, the vehicle control system 50 controls the FWD clutch 18 to eliminate the spike torque generated from the wheels 34 due to the sudden road condition. The controller 52 regulates the clutch mechanism 17 by communicating with the hydraulic controller 13, such as a solenoid coil, to adjust the torque capacity of the FWD clutch 18. According to other forms of the present disclosure, other pressure control methods for the clutch mechanism 17 may be implemented. In fig. 5, for example, instead of the hydraulic controller 13, an electronic actuator 15 may be used in the CVT system 200. The controller 52 may communicate with the electronic actuator 15 to adjust the torque capacity of the FWD clutch 18.

Referring back to fig. 1, when a spike torque is generated in the CVT system 10 due to slipping of the wheels 34, the controller 52 activates the control system 50 to reduce the torque capacity of the FWD clutch 18. During activation of the control system 50, the torque capacity of the FWD clutch 18 is maintained at a partial level for delivering the transmitted torque from the power source 14 while reducing the possibility of additional torque (such as spike torque from the wheels 34 due to sudden road conditions). When a spike torque is delivered as an excessive torque during a portion of the torque capacity of the FWD clutch 18, the excessive torque in the FWD clutch 18 will cause the speed of the power source 14 to flash (clutch slip), allowing only the proper torque (the same level as the amount of torque of the power source 14) to be delivered. Thus, the vehicle control system 50 controls the torque capacity of the FWD clutch 18 to avoid slipping of the CVT belt 26 in the CVT pulley assembly 20 as a torque fusing method.

Fig. 2 shows a graph 60 for controlling the torque capacity of the FWD clutch 18 when a spike torque is generated from the wheels 34 due to a sudden road condition. In the graph 60, a line 61 indicates the speed N of the secondary pulley 24_sAnd line 62 represents the speed N of the primary sheave 22_p. Line 63 represents the speed N of input shaft 11 transmitted from power source 14_iAnd line 64 represents torque T of power source 14_pAnd line 65 represents the torque T of the FWD clutch 18_{c_fwd}. In fig. 2, a first vertical line 66 shows when the controller 52 detects a slip of the wheel 34 due to a sudden road condition. As described above, the controller 52 determines activation when slippage of the wheel 34 occursThe vehicle control system 50 to dissipate the spike torque caused by the slip of the wheels 34. The torque capacity of the FWD clutch 18 (see line 65) is adjusted between the first and second vertical lines 66, 67 by activation of the vehicle control system 50, and the spike torque is controlled by the vehicle control system 50. Therefore, according to the second vertical line 67 of the graph 60, even if a spike torque generated by the slip of the wheel 34 is transmitted to the CVT system 10, the speed N of the input shaft 11 is_iAnd torque T of FWD clutch 18_{c_fwd}Is also controlled and prevents slipping of CVT belt 26 in CVT system 10.

Referring to FIG. 3, a logic diagram 70 is shown for regulating the clutch mechanism 17 via the controller 52 as a torque fusing method. In block 71, controller 52 bases the measured torque T of power source 14_pEvaluating a target pressure value P for each of the FWD clutch 18 and the CVT sheave assembly 20_{_tgt}. In block 72, the controller 52 converts the estimated pressure value into a current signal to communicate with each of the FWD clutch 18 and the CVT pulley assembly 20 via the communicator 54. In circular block 73, controller 52 inputs allowable target speed TGT _ N of shaft 11_iAs the predetermined value and the detected real-time speed Act _ N of the input shaft 11 generated by the slip of the wheel 34_iA comparison is made. For example, in a system having an internal combustion engine as power source 14, controller 52 may determine the target slip speed by adding the target slip speed to speed N of primary sheave 22_pTo determine the allowable target speed TGT _ N of the input shaft 11_i. If real-time speed Act _ N_iGreater than allowable target speed TGT _ N_iThe controller 52 adjusts the pressure of the FWD clutch 18 and sends a signal to the hydraulic controller 13 in block 74. In circular box 75, controller 52 provides a control signal to CVT system 10 to avoid slipping of CVT belt 26 due to spike torque generated by slipping of wheels 34.

Fig. 4 shows a flowchart 100 of a vehicle control system 50 for controlling the clutch mechanism 17 to avoid slipping of the CVT belt 26. In step S102, the communicator 54 detects the real-time speed of each of the four wheels 34. In step S104, the controller 52 evaluates a threshold for determining the slip of the wheels 34 using the collected data in the vehicle control system 50And inputting variables. For example, the input variables include torque T of power source 14_pSpeed N of input shaft 11_iSpeed value N of each of the primary pulley 22 and the secondary pulley 24_pAnd N_sAnd the like. In step S104, the controller 52 determines the pressure value of the clutch mechanism 17 and each of the primary pulley 22 and the secondary pulley 24 based on the data collected by the communicator 54. In addition, the controller 52 determines the allowable target speed of the input shaft 11 as a predetermined value.

In step S106, the controller 52 compares the detected real-time speed of the wheel 34 with the allowable target speed of the input shaft 11. In step S106, if the detected real-time speed of the wheel 34 is greater than the predetermined value, the controller 52 determines that wheel slip of the CVT system 10 has occurred because the real-time speed of the wheel 34 exceeds the predetermined value (which means that the spike torque is detected). Because wheel slip occurs in step S106, the controller 52 activates the vehicle control system 50 to adjust the clutch mechanism 17 in step S108. In step S110, when the control system 50 is activated, the controller 52 reduces the torque capacity of the FWD clutch 18 by signaling the hydraulic controller 13 to dissipate the spike torque generated by the slip of the wheels 34. Thus, by reducing the torque capacity of the FWD clutch 18, the vehicle control system 50 can avoid slipping of the CVT belt 26 in the CVT system 10.

However, in step S112, if the speed of the wheel 34 detected in step S106 is not greater than the predetermined value, the controller 52 deactivates the control system 50 and maintains monitoring and evaluation of the input variable at the real-time speed of the wheel 34.

Referring to fig. 6, according to other forms of the present disclosure, the CVT system 210 further includes a rear clutch 19 as one of the clutch mechanisms 17. The rear clutch 19 is rotatably connected with the counter shaft 32 and is located between the counter pulley 24 and the wheels 34. However, according to other forms of the present disclosure, the position of the rear clutch 19 may vary. As described above, the vehicle control system 50 of fig. 6 may also operate the CVT system 210 to avoid slipping of the CVT belt 26 when slipping of the wheels 34 occurs due to sudden road conditions. When slip of the wheels 34 occurs, the controller 52 in fig. 6 activates the control system 50 for adjusting the torque capacity of the rear clutch 19 (see fig. 5) by communicating with the hydraulic controller 13 or the electronic actuator 15. As described above, the vehicle control system 50 may adjust the FWD clutch 18 or the rear clutch 19 to dissipate the spike torque generated by wheel slip. According to other forms of the present disclosure, the vehicle control system 50 may simultaneously adjust the FWD clutch 18 and the rear clutch 19.

The vehicle control system 50 of the present disclosure may be used in existing CVT systems as an additional method for protecting the CVT belt 26 from the spike torques generated by wheel slip. Because existing CVT systems 10 may be used, the present disclosure may keep costs and weight lower because no additional components are provided in the CVT system 10 to avoid slipping of the CVT belt 26. Additionally, the vehicle control system 50 is designed for additional protection against spike torques generated by wheel slip conditions.

While the disclosure has been described in connection with what is presently considered to be practical exemplary forms, it is to be understood that the disclosure is not limited to the disclosed forms, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the disclosure.