# US 10,502,153 B2 · Method for engine braking a vehicle having a continuously variable transmission > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 10,502,153 B2 - Document ID: US10502153B2 - Status: Granted - Kind: B2 - Application number: 16/277,404 - Filed: 2019-02-15 - Published: 2019-06-13 - Granted: 2019-12-10 - Earliest claimed: 2015-04-30 - Assignees: Bombardier Recreational Products Inc. - Applicants: Bombardier Recreational Products Inc. - Inventors: Jean-Philippe Houle - Web page: https://patentgrep.com/patent/US10502153B2 ## CPC - F02D 41/08: for idling (F02D41/06, F02D41/16 take precedence) - B60W 10/06: including control of combustion engines - B60W 10/107: with endless flexible members - B60W 30/18136: {Engine braking} - F02D 11/106: {Detection of demand or actuation} - F02D 41/0002: {Controlling intake air} - F02D 41/0215: {in relation with elements of the transmission} - F02D 41/16: for idling - F16H 63/50: Signals to an engine or motor - B60W 2510/104: Output speed - B60W 2710/0644: Engine speed - B60Y 2300/18133: Engine braking - F02D 2200/0404: Throttle position - F02D 2200/501: Vehicle speed - F02D 2200/602: Pedal position - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT - F16H: GEARING - B60Y: INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY ## Abstract 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. ## Claims ### Claim 1 A method for controlling an internal combustion engine of a vehicle going downhill with a throttle operator in an idle position, the vehicle comprising: the internal combustion engine; the throttle operator; a continuously variable transmission (CVT) comprising: a driving pulley operatively connected to the engine; a driven pulley; and a belt looped around the driving and driven pulleys, the belt transmitting torque between the driving and driven pulleys; and at least one ground engaging member operatively connected to the driven pulley; the driven pulley initially having a driven pulley speed below a predetermined driven pulley speed, the method comprising: 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. ### Claim 2 (depends on 1) The method of claim 1, wherein the engine braking speed is greater than the engagement speed. ### Claim 3 (depends on 2) The method of claim 2, wherein the engagement speed is a driving pulley engagement speed. ### Claim 4 (depends on 2) The method of claim 2, wherein the vehicle further comprises a centrifugal clutch operatively connecting the driving pulley to the engine; and wherein the engagement speed is a clutch engagement speed. ### Claim 5 (depends on 1) The method of claim 1, wherein controlling the engine to operate under conditions corresponding to the engine braking speed comprises: positioning a valve controlling a supply of air to the engine at a position that is less than a position that would be necessary to operate the engine at the actual engine speed. ### Claim 6 (depends on 5) The method of claim 5, wherein the valve is a throttle valve of a throttle body. ### Claim 7 (depends on 1) The method of claim 1, further comprising determining an actual engine speed. ### Claim 8 (depends on 7) The method of claim 7, wherein determining the actual engine speed includes determining a speed of rotation of a driveshaft operatively connecting the engine to the at least one ground engaging member. ### Claim 9 (depends on 7) The method of claim 7, wherein determining the actual engine speed includes determining a vehicle speed.