Abstract: Described herein is a control system for a vehicle with an infinitely variable transmission (IVT) having a ball planetary variator (CVP), providing a smooth and controlled operation. In some embodiments, the vehicle is a fork lift truck. An operator commands a brake pedal, an accelerator pedal, a direction switch (or gear selector), and a hydraulic lever, which are evaluated by the control system to determine a current operating state of the vehicle. Some operating states include, forward drive, reverse drive, vehicle braking, automatic deceleration, inching, power reversal, vehicle hold, and park, among others. The control system is configured to determine a commanded engine speed based at least in part on the hydraulic lever signal.

Abstract: Provided herein is a control system for a multiple-mode continuously variable transmission having a ball planetary variator operably coupled to multiple-mode gearing. The control system has a transmission control module configured to receive a plurality of electronic input signals, and to determine a mode of operation from a plurality of control ranges based at least in part on the plurality of electronic input signals. The control system includes an engine torque limit sub-module adapted to command an engine torque limit based at least in part on the operating conditions of the continuously variable transmission.

Abstract: A continuously variable transmission provides an increased transmission speed ratio with fewer parts. A kinematic arrangement can provide at least a squared kinematic arrangement of the variator for two or more modes, for example, and can provide an increased range transmission speed ratio with fewer moving parts. In many embodiments, the continuously variable transmission provides synchronous gear ratios and a continuously variable speed ratio.

Abstract: A variable transmission includes various powerpath layouts consisting in either; a single mode with approximately symmetrical reverse and forward speeds and includes an input shaft, one or two planetary gear sets, or a planetary gear set and a compound gear set when the RTS (ring-to-sun) ratio of the planetary gear set is not physically possible; or a dual mode with each mode being selected by closing a clutch/brake and releasing the other. A first up-speed planetary gear set on the input side of a variator, and a second planetary gear set on the output side of the variator, both configured to split the torque when drivingly engaged with a variator comprising, a first ring assembly, and a second ring assembly. Various up-speed ratio arrangements are shown that tend to increase the speeds and decrease the torque acting on the CVP, allowing a decrease in the variator size.

Abstract: A variable transmission includes various powerpath layouts comprising configurations based on a two stage gearbox with a first stage providing a multi-mode configuration combining power-split modes, direct drive modes and a directional stage to select driving either forward or reverse with a pair of direction clutches; or multi-mode operation comprising a planetary gear set as the central part of the configurations together with the CVP, wherein the modes are selected by engaging a clutch/brake while releasing the others. These configurations are particularly useful for compact Off-Highway applications such as compact wheel loaders having a wide speed range and high rimpull force requirement where an operator may also desire limited jerking motion during shifts in the low speed range.

Abstract: A variable transmission includes an input shaft, a planetary gear set drivingly engaged with a variator comprising, a variator carrier assembly, a first ring assembly, and a second ring assembly; and the output shaft, arranged with various combinations of brakes and clutches to produce transmissions with continuously variable or infinitely variable torque output ratios.

Abstract: Provided herein is a carrier assembly for a continuously variable transmission having a plurality of balls, each ball having a ball axle, the ball axle defining a tiltable axis of rotation, a first traction ring assembly in contact with each ball, a second traction ring assembly in contact with each ball, the carrier assembly having a first carrier member substantially non-rotatable, a second carrier member configured to rotate relative to the first carrier member, and an axle capture member fixedly coupled to the first carrier member. The axle capture member is configured to selectively couple to one end of each ball axle.

Abstract: A control system for a multiple-mode continuously variable transmission is described as having a ball planetary variator operably coupled to multiple-mode gearing. The control system has a transmission control module configured to receive a plurality of electronic input signals, and to determine a mode of operation from a plurality of control ranges based at least in part on the plurality of electronic input signals. In some embodiments, the system also has a ratio schedule module configured to store at least one shift schedule map, and configured to determine a desired speed ratio of the variator based at least in part on the mode of operation; a variator control module configured to receive the desired speed ratio and configured to determine an actuator setpoint signal based at least in part on the mode of operation; and a torque reversal module.

Abstract: A method of vehicle and operator guidance by pattern recognition begins with collecting data on vehicle and operator patterns through sensors. The collected data is combined and analyzed with a pattern recognition algorithm. The combined and analyzed data is compared with patterns in a pattern database. If data matches a pattern in the pattern database, the pattern can be selected. If the data does not match a pattern in the pattern database, a new pattern can be created and selected. Based on the selected pattern, a determination is made to passively assist the operator, selectively assist the operator or passively and actively assist the operator. The determined action is then implemented.

Abstract: A vehicle driveline and a method for synchronizing a flywheel and the vehicle driveline are provided. The vehicle driveline includes a power source, a primary clutch drivingly engaged with the power source, a primary transmission drivingly engaged with the primary clutch, a secondary transmission drivingly engaged with one of a portion of the primary clutch and an input of the primary transmission, a controller in communication with the secondary transmission, and a flywheel drivingly engaged with the secondary transmission. The vehicle driveline facilitates a transfer of energy to and from the flywheel based on at least one of a state of charge of the flywheel, a power requirement of the vehicle driveline, and a state of operation of the power source.

Abstract: A transmission having a variator drive capable of being placed in a continuously variable operating mode or an infinitely variable operating mode, capable of having a wide ratio range, and capable of integrating a clutching capability within the transmission. The variable transmissions can be operated in at least two different operating modes, depending on an engagement status of the clutches therein. Methods of running the variable transmissions and drivelines that incorporate such variable transmissions are provided.

Abstract: An assembly for a tire inflation system includes a tire stem. A housing is engaged with a first end of the tire stem. The housing comprises a fluid conduit extending therethrough and a first adapter secured to a second adapter. The second adapter receives the first end of the tire stem and a first end of the first adapter. The first end of the tire stem and the first end of the first adapter abut each other. A valve is disposed in the fluid conduit and positioned within the first adapter. A depressor member is attacked to the first end of the first adapter and provided in the fluid conduit. The depressor member extends away from the valve and toward the tire stem. A seal member is disposed in a groove in the second adapter and provided around an outer surface of the tire stem.

Abstract: A system and method for determining a remaining useful life of a portion of a wet clutch system is provided. The system comprises a first clutch assembly, a proportional valve, a sensor, and a controller. The proportional valve regulates a pressure applied to the first clutch assembly. The sensor measures a response of the first clutch assembly during one of engaging and disengaging a first portion of the first clutch assembly with a second portion of the first clutch assembly. The controller controls the proportional valve, calculates a mean coefficient of friction of the first clutch assembly based on the sensed response of the first clutch assembly, and determines a remaining useful life of a portion of the wet clutch system based on the mean coefficient of friction of the first clutch assembly.

Abstract: A system and a method for monitoring a lubricant in a transmission are provided. The system comprises a first speed sensor, a temperature sensor, and a processing unit. The first speed sensor is positioned adjacent a first clutch, which forms a portion of the transmission. The first speed sensor is configured to detect a rotational difference between portions of the first clutch. The temperature sensor is disposed within the transmission. The temperature sensor is configured to measure a temperature of the lubricant. The processing unit is in communication with the first speed sensor and the temperature sensor. In response to information from the first speed sensor and the temperature sensor, the processing unit determines a condition of the lubricant used in the transmission.

Abstract: A torsional compensator for an internal combustion engine is provided. The torsional compensator comprises a rotor portion and a stator portion. The rotor portion is in driving engagement with an output of the internal combustion engine. The first rotor portion comprises at least one of first magnetic array and a first ferromagnetic array. The stator portion is disposed about the rotor portion. The stator portion is coupled to at least one of the internal combustion engine, a transmission, and a compensator housing. The stator portion comprises at least one of a second magnetic array and a second ferromagnetic array. In response to rotation of the rotor portion within the stator portion, a magnetic reluctance force is generated. The magnetic reluctance force applies a torque to the output of the internal combustion engine to dampen a torque ripple of the internal combustion engine.

Abstract: A front wheel drive or rear wheel drive continuously variable transmission is provided having an input shaft, an output shaft, a continuously variable tilting ball planetary variator, a compound planetary gearset assembly having first, second, third, and fourth rotating elements, and a plurality of torque transmitting devices. The compound planetary gearset assembly has a simple single pinion gearset and a compound double pinion gearset, having fixedly connected planetary carriers and fixedly connected ring gears, creating a joint planetary gear carrier and joint ring gear. The outer planetary gears engage the ring gear which drives the output shaft. Selective torque transmitting devices include clutches and braking clutches.

Abstract: A method for selecting a trajectory for container locking uses at least one twistlock sensor on a machine to sense a location of a twist lock hole on an object. The sensed location is transmitted to a processor to calculate a sensed trajectory for a twistlock to engage the twist lock hole. At least one operator input sensor is used to sense an input from an operator moving the twist lock to engage the twist lock hole. The sensed operator input is transmitted to the processor to calculate an operator trajectory for the twist lock to engage the twist lock hole. The sensed trajectory is compared with the operator trajectory to determine which should be used.

Abstract: A variable transmission includes an input shaft, a planetary gear set drivingly engaged with a variator comprising, a variator carrier assembly, a first ring assembly, and a second ring assembly; and the output shaft, arranged to produce transmissions with continuously variable or infinitely variable output ratios.

Abstract: A variable transmission includes an input shaft, a planetary gear set drivingly engaged with a variator comprising, a variator carrier assembly, a first ring assembly, and a second ring assembly; and the output shaft, arranged with various combinations of brakes and clutches to produce transmissions with continuously variable or infinitely variable torque output ratios.

Abstract: A turbocharger for use with an internal combustion engine is provided. The turbocharger comprises a differential device having a carrier portion, a compressor portion, and a turbine portion. The compressor portion is in driving engagement with a first portion of the differential device. The turbine portion is in driving engagement with a second portion of the differential device. The carrier portion of the differential device is in driving engagement with an infinitely variable transmission. The infinitely variable transmission is in driving engagement with the internal combustion engine. The turbocharger is simply controlled, reduces turbo lag, decreases a boost threshold of the turbocharger, and increases an efficiency of the internal combustion engine.