Abstract: A commodity tank support device mounts a commodity tank of a work vehicle on an end portion of a drive axle assembly of the work vehicle. The tank support device includes a main body portion defining an elongate opening extending along an axis of the main body portion and configured to receive the end portion of the drive axle assembly extending through the opening, a first mounting portion defining an axle mounting portion including an axle coupling member configured for selective fastening with a corresponding axle mounting structure on the end portion of the drive axle assembly, and a second mounting portion defining a commodity tank mounting portion of the commodity tank support device including a commodity tank coupling member configured for selective fastening with a corresponding commodity tank mounting structure of the commodity tank of the associated work vehicle.

Abstract: A commodity tank support device mounts a commodity tank of a work vehicle on an end portion of a drive axle assembly of the work vehicle. The tank support device includes a main body portion defining an elongate opening extending along an axis of the main body portion and configured to receive the end portion of the drive axle assembly extending through the opening, a first mounting portion defining an axle mounting portion including an axle coupling member configured for selective fastening with a corresponding axle mounting structure on the end portion of the drive axle assembly, and a second mounting portion defining a commodity tank mounting portion of the commodity tank support device including a commodity tank coupling member configured for selective fastening with a corresponding commodity tank mounting structure of the commodity tank of the associated work vehicle.

Abstract: A traction control system and a method of controlling at least one traction motor of a trailer coupled to a work vehicle are provided. The method includes determining a work vehicle traction force, determining an output force command for at least one traction motor based at least partially on the work vehicle traction force, and controlling at least one traction motor according to the output force command.

Abstract: A traction control system and a method of controlling at least one traction motor of a trailer coupled to a work vehicle are provided. The method includes determining a work vehicle traction force, determining an output force command for at least one traction motor based at least partially on the work vehicle traction force, and controlling at least one traction motor according to the output force command.

Abstract: A power module configured for use with archery bows to enhance use of the bows and/or provide other functionality.

Abstract: A ballast assembly for a work vehicle. The ballast assembly includes a frame, a ballast weight, and a lift. The frame is included in an underside of the work vehicle. The ballast weight has a first portion and a second portion. The lift has an upper end pivotally coupled to the frame and a lower end releasably coupled to the ballast weight. The first and second portions are configured to engage with a ground surface and the frame, respectively, when the ballast weight is loaded onto the work vehicle. The first and second portions are configured to engage with the frame when the ballast weight is loaded onto the work vehicle.

Abstract: A ballast assembly for a work vehicle. The ballast assembly includes a frame, a ballast weight, and a lift. The frame is included in an underside of the work vehicle. The ballast weight has a first portion and a second portion. The lift has an upper end pivotally coupled to the frame and a lower end releasably coupled to the ballast weight. The first and second portions are configured to engage with a ground surface and the frame, respectively, when the ballast weight is loaded onto the work vehicle. The first and second portions are configured to engage with the frame when the ballast weight is loaded onto the work vehicle.

Abstract: The invention provides a stamping tool retainer assembly comprising a retainer, a moveable lock body, and an automation actuator. The retainer has a tool-mount bore configured to receive a shank of a stamping tool. The moveable lock body has a locked position and an unlocked position. The stamping tool retainer assembly is configured such that the lock body moves from the unlocked position to the locked position in response to actuation of the automation actuator. The automation actuator is a pneumatic actuator, a hydraulic actuator, or an electric actuator.

Abstract: An automatic control system moves a vehicle so that it can be coupled to an implement. The vehicle has propulsion and steering controls which respond to electronic input signals. A visual target is mounted on the implement. Vehicle mounted cameras generate images of the target. A motion control unit receives and processes the images, and generates vehicle movement commands as a function of the images which are communicated to the propulsion and steering controls. The motion control unit includes a perception engine connected to the cameras, a controller connected to the perception engine, and a vehicle/operator interface which is connected to the controller, and to the propulsion and steering controls. The perception engine captures images from the cameras, un-distorts the images, and searches for the target. If the target is found, the perception engine recovers vehicle posture information and transmits said information to the controller.

Abstract: Methods and systems are disclosed for reducing engine flywheel power reduction of an engine while protecting a drivetrain. The method includes monitoring transmission gear selection; determining reduction in flywheel power to protect the drivetrain; and monitoring engine power consumption by other engine power loads. When other engine power loads consume less power than the reduction in flywheel power to protect the drivetrain, the method includes reducing flywheel power by the power difference. When other engine power loads consume the same or more power than the reduction in flywheel power to protect the drivetrain, the method includes not reducing the flywheel power. Engine power can be consumed by both on-vehicle and off-vehicle power loads. Engine power can be consumed by an electric generator and/or a plurality of inverters, and their power consumption can be monitored. Information and commands can be communicated over a controller area network (CAN) bus.

Abstract: Methods and systems are disclosed for reducing engine flywheel power reduction of an engine while protecting a drivetrain. The method includes monitoring transmission gear selection; determining reduction in flywheel power to protect the drivetrain; and monitoring engine power consumption by other engine power loads. When other engine power loads consume less power than the reduction in flywheel power to protect the drivetrain, the method includes reducing flywheel power by the power difference. When other engine power loads consume the same or more power than the reduction in flywheel power to protect the drivetrain, the method includes not reducing the flywheel power. Engine power can be consumed by both on-vehicle and off-vehicle power loads. Engine power can be consumed by an electric generator and/or a plurality of inverters, and their power consumption can be monitored. Information and commands can be communicated over a controller area network (CAN) bus.

Abstract: A coupling assembly couples a towed implement having a tongue to a vehicle having a pickup hitch. The coupling assembly includes a coupler manifold which is mounted to the vehicle and which supports vehicle couplers. An implement coupler frame is attached to the tongue, and an implement plate is movably coupled to the implement coupler frame. The implement plate supports implement couplers for mating engagement with the vehicle couplers. The manifold is engagable with the implement plate. Spring members are biased to urge the implement plate towards the manifold.

Abstract: A coupling assembly couples a towed implement having a tongue to a vehicle having a pickup hitch. The coupling assembly includes a coupler manifold which is mounted to the vehicle and which supports vehicle couplers. An implement coupler frame is attached to the tongue, and an implement plate is movably coupled to the implement coupler frame. The implement plate supports implement couplers for mating engagement with the vehicle couplers. The manifold is engagable with the implement plate. Spring members are biased to urge the implement plate towards the manifold.

Abstract: A vehicle tire load sensing system includes distance sensors mounted on the vehicle near each tire. The distance sensors generate distance signals representing a distance from the sensor to a track that is left in the soil during forward vehicle travel. Pressure sensors generate tire pressure signals. A temperature sensor senses the ambient temperature. A control unit receives the distance signals, the pressure signals and the temperature signals. The control unit compensates the distance signals as a function of the sensed temperature. The control unit generates filtered distance signals, and determines a tire deflection value from the filtered distance signal. The control unit determines the tire load as a function of the tire deflection value, the pressure signal and stored information relating tire load to tire deflection and tire pressure.

Abstract: A tire assembly includes a wheel rim, a tire mounted on the rim and a foam insert which only partially fills an annular volume enclosed by the tire and rim. The foam insert displaces air within the annular volume. The insert is not bonded to the tire. The insert maintains its shape and its mass distribution within the tire.

Abstract: An automatic control system moves a vehicle so that it can be coupled to an implement. The vehicle has propulsion and steering controls which respond to electronic input signals. A visual target is mounted on the implement. Vehicle mounted cameras generate images of the target. A motion control unit receives and processes the images, and generates vehicle movement commands as a function of the images which are communicated to the propulsion and steering controls. The motion control unit includes a perception engine connected to the cameras, a controller connected to the perception engine, and a vehicle/operator interface which is connected to the controller, and to the propulsion and steering controls. The perception engine captures images from the cameras, un-distorts the images, and searches for the target. If the target is found, the perception engine recovers vehicle posture information and transmits said information to the controller.

Abstract: A vehicle tire load sensing system includes distance sensors mounted on the vehicle near each tire. The distance sensors generate distance signals representing a distance from the sensor to a track that is left in the soil during forward vehicle travel. Pressure sensors generate tire pressure signals. A temperature sensor senses the ambient temperature. A control unit receives the distance signals, the pressure signals and the temperature signals. The control unit compensates the distance signals as a function of the sensed temperature. The control unit generates filtered distance signals, and determines a tire deflection value from the filtered distance signal. The control unit determines the tire load as a function of the tire deflection value, the pressure signal and stored information relating tire load to tire deflection and tire pressure.

Abstract: Self-powered apparatus are disclosed. An example apparatus includes a front chassis portion and a rear chassis portion. The front chassis portion is to be coupled to the rear chassis portion. The front chassis portion is substantially the same as the rear chassis portion. When the front and rear chassis portions are coupled, the front chassis portion includes a first end of the apparatus and the rear chassis portion includes a second end of the apparatus.

Abstract: A ballast assembly for a work vehicle includes a ballast weight having a central groove. Two pairs of coupling pins extend across the central groove. A pair of support rods are attached to an underside of a frame part of the vehicle. The assembly also includes a pair of ballast bracket, each of which is releasably coupled to a corresponding pair of the coupling pins. The assembly also includes a pair of links, each having an end pivotally coupled to a corresponding ballast bracket, and having a body with a slot which slidably receives a corresponding support rod. A hydraulic cylinder has a first end pivotally coupled to one of the links and a second end pivotally coupled to the frame part. Each ballast bracket includes a latch member which releasably holds the ballast bracket to the corresponding pair of coupling pins.

Abstract: Self-powered apparatus are disclosed. An example apparatus includes a front chassis portion and a rear chassis portion. The front chassis portion is to be coupled to the rear chassis portion. The front chassis portion is substantially the same as the rear chassis portion. When the front and rear chassis portions are coupled, the front chassis portion includes a first end of the apparatus and the rear chassis portion includes a second end of the apparatus.