Abstract: An autonomous vehicle has several modules responsible for one or more of the aforementioned items, including a trajectory planner which plays a pivotal role in the safety of the vehicle, the comfort of its passengers, for respecting kinematic constraints and any applicable road constraints. A spatial-temporal graph trajectory planner generates safe and comfortable trajectories. A spatial-temporal graph uses the autonomous vehicle, its surrounding vehicles, and virtual nodes along the road. The graph is then forwarded into a sequential network to obtain the desired states. A simple behavioural layer is also presented that determines kinematic constraints for the planner and a novel potential function trains the network. The proposed planner is tested on three different complex driving tasks and the performance is compared with two frequently used methods. The planner generates safe and feasible trajectories, while achieving similar or longer distance in the forward direction and comparable comfort ride.

Abstract: A continuously-variable transmission (CVT) has: a gearbox having a first planetary gear train, a second planetary gear train, a first rotating spool defined by one of two sun gears, two ring gears, and two carriers of the first and second planetary gear train, a second rotating spool defined by another one of the two sun gears, the two ring gears, and the two carriers, an input defined by a remaining one of the first sun gear, the first carrier, and the first ring gear, and an output defined by a remaining one of the second sun gear, the second carrier, and the second ring gear; a first brake operatively connected to the first rotating spool; a second brake operatively connected to the second rotating spool; and a transmission motor drivingly engaged to the first rotating spool or to the second rotating spool.

Abstract: A continuously-variable transmission (CVT) has: a gearbox having a first planetary gear train, a second planetary gear train, a first rotating spool defined by one of two sun gears, two ring gears, and two carriers of the first and second planetary gear train, a second rotating spool defined by another one of the two sun gears, the two ring gears, and the two carriers, an input defined by a remaining one of the first sun gear, the first carrier, and the first ring gear, and an output defined by a remaining one of the second sun gear, the second carrier, and the second ring gear; a first brake operatively connected to the first rotating spool; a second brake operatively connected to the second rotating spool; and a transmission motor drivingly engaged to the first rotating spool or to the second rotating spool.

Abstract: There is described a method and system for regulating an extrusion process by obtaining a first thickness at a first position along an extrudate as material is extruded through a die gap of a die; comparing the first thickness with an expected thickness of the extrudate at the first position to obtain a value for an error, the expected thickness modeled in real-time using a size of the die gap as input; and varying the size of the die gap when the error exceeds a threshold to compensate for the error. There is also described a method and system for determining an expected thickness of a material during an extrusion process.

Abstract: There is described a method and system for regulating an extrusion process by obtaining a first thickness at a first position along an extrudate as material is extruded through a die gap of a die; comparing the first thickness with an expected thickness of the extrudate at the first position to obtain a value for an error, the expected thickness modeled in real-time using a size of the die gap as input; and varying the size of the die gap when the error exceeds a threshold to compensate for the error. There is also described a method and system for determining an expected thickness of a material during an extrusion process.

Abstract: Multi-speed transmission for electric vehicles (EVs) can reduce the size of the electric motor and provide an appropriate balance between efficiency and dynamic performance. Currently used multi-speed transmissions for EVs were initially designed for internal combustion engine (ICE) vehicles. Since ICEs cannot operate below certain speeds and their speed control during gear changes is not an easy task, the presence of clutches or torque convertors is inevitable for start-ups, idle running and gear changing. This, however, is not the case for EVs as electric motors are speed controllable in a wide range of operating speeds. Accordingly, transmissions without clutches or torque converters are established for EVs.

Abstract: Multi-speed transmission for electric vehicles (EVs) can reduce the size of the electric motor and provide an appropriate balance between efficiency and dynamic performance. Currently used multi-speed transmissions for EVs were initially designed for internal combustion engine (ICE) vehicles. Since ICEs cannot operate below certain speeds and their speed control during gear changes is not an easy task, the presence of clutches or torque convertors is inevitable for start-ups, idle running and gear changing. This, however, is not the case for EVs as electric motors are speed controllable in a wide range of operating speeds. Accordingly, transmissions without clutches or torque converters are established for EVs.