Abstract: A chassis for a lift device includes a base, an arm, and a first actuator. The base has a first end and an opposing second end. The first end defines an arm interface and a pivot actuator interface. The arm includes a longitudinal portion pivotably coupled to the arm interface and a lateral portion extending from the longitudinal portion. The lateral portion defines a second pivot actuator interface. The lateral portion is configured to support a tractive element. The pivot actuator extends between the first pivot actuator interface and the second pivot actuator interface. At least a portion of a bottom surface of the lateral portion has a sloped profile.

Abstract: A chassis for a lift device includes a base, an arm coupled to the base and configured to support a tractive element, and a plate extending from the arm at an upward angle. The arm includes a steering actuator interface configured to support an end of a steering actuator for the tractive element. The plate is configured to extend past the steering actuator.

Abstract: A vehicle system includes a controller. The controller is configured to be communicably coupled to a plurality of actuators of a vehicle that facilitate repositioning a plurality of tractive elements coupled to a chassis of the vehicle. The controller is configured to (i) control the plurality of actuators to selectively reposition each of the plurality of tractive elements through a range of motion to attempt to maintain the chassis level and (ii) drive each of the plurality of actuators toward a mid-stroke position while continuing to attempt to maintain the chassis level and while the vehicle is moving.

Abstract: A vehicle includes a chassis, a first actuator coupled to the chassis, a second actuator coupled to the chassis, a third actuator coupled to the chassis, a fourth actuator coupled to the chassis, and a fluid circuit. The fluid circuit is configured to facilitate selectively fluidly coupling the first actuator, the second actuator, the third actuator, and the fourth actuator in a plurality of different configuration. In each of the plurality of different configurations, two of the first actuator, the second actuator, the third actuator, and the fourth actuator are fluidly coupled together while the other two of the first actuator, the second actuator, the third actuator, and the fourth actuator are fluidly decoupled.

Abstract: A lift vehicle includes a chassis, an implement, a lift arm coupling the implement to the chassis, a load sensor, a tilt sensor, and a controller. The lift arm includes an actuator configured to selectively extend the lift arm and a length sensor configured to provide data relating to a length of the lift arm. The load sensor can provide data relating to a load at the implement. The tilt sensor can provide data relating to an angular orientation of the chassis relative to a reference plane. The controller can receive data from the length sensor, the load sensor, and the tilt sensor. The controller can determine, based on the data from the load sensor and the tilt sensor, an operating envelope for the lift arm. The operating envelope can include a maximum extension of the lift arm. The controller can selectively limit an operation of the lift arm such that the lift arm operates within the operating envelope.

Abstract: A chassis for a lift device includes a base, an arm coupled to the base and configured to support a tractive element, and a plate extending from the arm at an upward angle. The arm includes a steering actuator interface configured to support an end of a steering actuator for the tractive element. The plate is configured to extend past the steering actuator.

Abstract: A lift device includes a base, an arm, a tractive element, and a steering actuator. The arm has a base end coupled to the base and a tractive element end. The arm includes a steering actuator interface positioned along an exterior surface of the arm. The tractive element is coupled to the tractive element end. The steering actuator has a first end coupled to the steering actuator interface and an opposing second end coupled to the tractive element. The arm includes a plate extending from the exterior surface of the arm at an upward angle and past the steering actuator.

Abstract: A lift device includes a base, an arm, a tractive element, and a steering actuator. The arm has a base end coupled to the base and a tractive element end. The arm includes a steering actuator interface positioned along an exterior surface of the arm. The tractive element is coupled to the tractive element end. The steering actuator has a first end coupled to the steering actuator interface and an opposing second end coupled to the tractive element. The arm includes a plate extending from the exterior surface of the arm at an upward angle and past the steering actuator.

Abstract: A vehicle includes a chassis, a first actuator coupled to the chassis, a second actuator coupled to the chassis, a third actuator coupled to the chassis, a fourth actuator coupled to the chassis, and a fluid circuit. The fluid circuit is configured to facilitate selectively fluidly coupling the first actuator, the second actuator, the third actuator, and the fourth actuator in a plurality of different configuration. In each of the plurality of different configurations, two of the first actuator, the second actuator, the third actuator, and the fourth actuator are fluidly coupled together while the other two of the first actuator, the second actuator, the third actuator, and the fourth actuator are fluidly decoupled.

Abstract: A vehicle system includes a controller. The controller is configured to be communicably coupled to a plurality of actuators of a vehicle that facilitate repositioning a plurality of tractive elements coupled to a chassis of the vehicle. The controller is configured to (i) control the plurality of actuators to selectively reposition each of the plurality of tractive elements through a range of motion to attempt to maintain the chassis level and (ii) drive each of the plurality of actuators toward a mid-stroke position while continuing to attempt to maintain the chassis level and while the vehicle is moving.

Abstract: A lift device includes a chassis, a first actuator coupled to the chassis, a second actuator coupled to the chassis, a third actuator coupled to the chassis, a fourth actuator coupled to the chassis, and a fluid circuit. The fluid circuit is configured to facilitate selectively fluidly coupling the first actuator, the second actuator, the third actuator, and the fourth actuator in at least four different configurations where, in each of the at least four different configurations, two of the first actuator, the second actuator, the third actuator, and the fourth actuator are fluidly coupled together while the other two of the first actuator, the second actuator, the third actuator, and the fourth actuator are fluidly decoupled.

Abstract: A lift device includes a base, an arm, a drive actuator, a tractive element, and a steering actuator. The arm has a base end coupled to the base and a tractive element end. The arm includes a steering actuator interface positioned along an exterior surface of the arm. The drive actuator is pivotally coupled to the tractive element end of the arm. The tractive element is coupled to the drive actuator. The steering actuator has a first end coupled to the steering actuator interface and an opposing second end coupled to the drive actuator. The arm includes a plate extending forward of the exterior surface of the arm and past the steering actuator.

Abstract: A lift device includes a base having a first end and an opposing second end, a first arm pivotally coupled to the first end, a second arm pivotally coupled to the first end, a third arm pivotally coupled to the opposing second end, a fourth arm pivotally coupled to the opposing second end, and a leveling assembly. The leveling assembly includes a first actuator extending between the first arm and the first end, a second actuator extending between the second arm and the first end, a third actuator extending between the third arm and the opposing second end, a fourth actuator extending between the fourth arm and the opposing second end, and a controller configured to control the first actuator, the second actuator, the third actuator, and the fourth actuator to reconfigure the leveling assembly between (i) a shipping, transport, or storage mode and (ii) an operational mode.

Abstract: A lift device includes a chassis, a first actuator coupled to the chassis, a second actuator coupled to the chassis, a third actuator coupled to the chassis, a fourth actuator coupled to the chassis, and a fluid circuit. The fluid circuit is configured to facilitate selectively fluidly coupling the first actuator, the second actuator, the third actuator, and the fourth actuator in at least four different configurations where, in each of the at least four different configurations, two of the first actuator, the second actuator, the third actuator, and the fourth actuator are fluidly coupled together while the other two of the first actuator, the second actuator, the third actuator, and the fourth actuator are fluidly decoupled.

Abstract: A lift device includes a base having a first end and an opposing second end, a first arm pivotally coupled to the first end, a second arm pivotally coupled to the first end, a third arm pivotally coupled to the opposing second end, a fourth arm pivotally coupled to the opposing second end, and a leveling assembly. The leveling assembly includes a first actuator extending between the first arm and the first end, a second actuator extending between the second arm and the first end, a third actuator extending between the third arm and the opposing second end, a fourth actuator extending between the fourth arm and the opposing second end, and a controller configured to control the first actuator, the second actuator, the third actuator, and the fourth actuator to reconfigure the leveling assembly between (i) a shipping, transport, or storage mode and (ii) an operational mode.

Abstract: An auxiliary transmission module has an auxiliary transmission having an input shaft, an output shaft, and a mechanical synchronizer, and a controller. The controller is configured to command a downshift for the auxiliary transmission, control the input shaft to a generally synchronous speed with the output shaft for engagement, and increment the speed of the input shaft by a predetermined speed differential above the speed of the output shaft or engagement if the auxiliary transmission is unengaged after controlling to the generally synchronous speed. A method of downshifting includes commanding a downshift for the auxiliary transmission, controlling an input shaft to a generally synchronous speed with an output shaft for engagement, comparing a rotational speed upstream with a rotational speed downstream to verify engagement, and controlling the input shaft to an asynchronous speed with the output shaft for engagement during a recycle event when it is unverified.

Abstract: An auxiliary transmission module has an auxiliary transmission having an input shaft, an output shaft, and a mechanical synchronizer, and a controller. The controller is configured to command a downshift for the auxiliary transmission, control the input shaft to a generally synchronous speed with the output shaft for engagement, and increment the speed of the input shaft by a predetermined speed differential above the speed of the output shaft or engagement if the auxiliary transmission is unengaged after controlling to the generally synchronous speed. A method of downshifting includes commanding a downshift for the auxiliary transmission, controlling an input shaft to a generally synchronous speed with an output shaft for engagement, comparing a rotational speed upstream with a rotational speed downstream to verify engagement, and controlling the input shaft to an asynchronous speed with the output shaft for engagement during a recycle event when it is unverified.

Abstract: An exemplary embodiment of a Hill Start Aide system for a vehicle includes a brake system. The brake system including a brake actuator for manually actuating the brake system. The brake system is selectively configurable in a stopped configuration, where the brake system is manually maintained via the brake actuator such that a vehicle road wheel speed is about zero rpm, a released configuration, where the brake system will not generally inhibit rotation of at least one vehicle road wheel, and a control stop configuration, where the vehicle road wheel speed is about zero rpm. The Hill Start Aide system also includes a controller for at least partially controlling the brake system. The controller will selectively send a signal to maintain the brake system in the control stopped configuration when the brake actuator is manually released.

Abstract: An exemplary embodiment of a Hill Start Aide system for a vehicle includes a brake system. The brake system including a brake actuator for manually actuating the brake system. The brake system is selectively configurable in a stopped configuration, where the brake system is manually maintained via the brake actuator such that a vehicle road wheel speed is about zero rpm, a released configuration, where the brake system will not generally inhibit rotation of at least one vehicle road wheel, and a control stop configuration, where the vehicle road wheel speed is about zero rpm. The Hill Start Aide system also includes a controller for at least partially controlling the brake system. The controller will selectively send a signal to maintain the brake system in the control stopped configuration when the brake actuator is manually released.

Abstract: 3A method/system for controlling upshifting in an automated mechanical transmission system (10) utilized on a vehicle preferably having an ECU (28) controlled engine brake (ECB) or inertia brake (26). When an upshift from a currently engaged ratio (GR) is required (ES>ESU/S), skip upshifts (GRTARGET=GR+N, N>1) and then single upshifts (GRTARGET=GR+1) are evaluated in sequence.