Caterpillar Inc.

Other

Perkins Engines Company Limited

Michael G Cronin

Brian Dean Kuras

Jerry D Marr

Alan R Coutant

Steven A Daniel

Stephen C Garnett

Kevin Jay Lueschow

John M Seipold

Frank A DeMarco

Sanjay Rajagopalan

Mark D Fabry

Frank Anthony DeMarco

Trevor Neal Iund

Robert E Black

Evan Earl Jacobson

Igor Strashny

Norval P Thomson

Daniel Peter Sergison

Kevin G Meyer

Michael D Betz

Brian Mintah

Michael D Anderson

Michael David Beyer

Michael John Barngrover

Gaurav Vasudeva

Perry G Cruce

Grant Steven Peterson

Mustafa Guven

Kenneth P Liesener

Thomas Alan Brosowske

Glen Patrick Calvert

Benjamin Thomas Nelson

Steven Spencer

Chih Chieh Liang

Tyler Bowman

Roy Wookey

Patrick Weiss

Kevin Stutzman

Megan Alissa Brinkmeyer

Raymond B Derer

Kirt Cates

Matthew Mauritzson

A table top assembly for a watercraft table assembly includes an upwardly-disposed top surface, a downwardly-disposed bottom surface spaced vertically from the top surface, and a plurality of side surfaces extending between the top and bottom surfaces and cooperating with the top and bottom surfaces to form a body portion, wherein the body portion comprises polyurethane foam having a density within a range of between about 20 lbs/ftand about 25 lbs/ft, and wherein the body portion has a substantially homogeneous composition throughout, and wherein one or more of the top surface and the plurality of side surfaces includes an integrally molded textured surface.

Table assembly for a watercraft and method for producing the same

A launch control method is provided for a vehicle having an accelerator, a brake and a continuously variable transmission (CVT). The method comprises determining: (i) a braking torque set by a vehicle operator by pressing a brake pedal of the vehicle; and (ii) a holding torque required to hold the vehicle in a stationary position. The method also determines that the operator has released the brake pedal. The brake is released whilst engaging a launch clutch of the CVT, wherein the launch clutch is engaged by increasing a clutch engagement pressure at a first pressure ramp rate, such that the sum of the braking torque and a clutch torque of the clutch remains equal to the holding torque. An acceleration torque requested by the operator via the accelerator is determined. The clutch engagement pressure is increased at a second pressure ramp rate when it is determined that the braking torque is substantially zero, such that the clutch torque is increased by the acceleration torque. A fixed minimum pressure ramp rate is stored, wherein the minimum pressure ramp rate increases the clutch engagement pressure towards a maximum engagement pressure. The current pressure ramp rate is compared with the minimum pressure ramp rate, and the clutch engagement pressure is switched to the minimum pressure ramp rate if the current pressure ramp rate is less than the minimum pressure ramp rate.

Launch control method for a vehicle

A continuously variable transmission (CVT) is provided, where the CVT has an input shaft drivable by an engine, and an output shaft connectable to a load. A variator has an input side connected to the input shaft, and an output side. The variator is adjustable so as to vary a transmission ratio between the input and output sides. A differential transmission has a first differential input element connected to the input shaft, a second differential input element connected to the output side of the variator, and first and second differential output elements. A range transmission has a first range input element, and at least one range output element connected to the output shaft. A first connecting component selectively connects the first differential output element to the first range input element. A second connecting component selectively connects the second differential output element to the first range input element. The first and second connecting components are located in a connecting space defined between the differential and range transmissions. A vehicle incorporating this CVT, and a method of operating the CVT are also provided.

Variator-assisted transmission

A power system includes an engine, a driveshaft, and an energy storage system having a flywheel. The energy storage system further includes a transmission structured to transfer energy between the flywheel and the driveshaft. The transmission includes a differential geartrain and a variator coupled to the differential geartrain and having a variator input shaft and a variator output shaft rotatable at a range of speed ratios. The variator may be coupled to a sun gear in the differential geartrain and controls a pattern of energy transfer between the flywheel and the driveshaft.

Flywheel energy storage in power system having variator modulated differential geartrain

A propulsion system for providing a power output is disclosed. The propulsion system may have a transmission configured to provide the power output. The propulsion system may also have at least one first energy conversion machine. Further, the propulsion system may have at least one power unit. The power unit may be operable to selectively drive at least one of the transmission and the at least one first energy conversion machine. The propulsion system may also have at least one second energy conversion machine. The second energy conversion machine may be operable to selectively drive or be driven by the transmission. In addition, the propulsion system may have a power transfer arrangement for transferring power between the first and second energy conversion machines.

Propulsion system

A powertrain system in a machine includes a transmission, and a transmission drive mechanism coupled between the transmission and an engine. The transmission drive mechanism includes a split path architecture where a first input gear receives a torque input from a driveshaft and a second input gear receives a torque input from a variator. The transmission drive mechanism is thereby structured to operate the transmission at a range of speeds that is not dependent upon a speed of the engine, enabling the engine to operate at an engine speed set point or with an optimum engine speed range.

Powertrain system for machine and method of operating same

A disconnect clutch and method of controlling the connection of a parasitic load to an engine disposed on a machine is disclosed. The disconnect clutch may comprise a flywheel assembly, a friction plate and a coupling. The flywheel assembly may include a flywheel having a cavity, a chamber, a piston moveable between a contracted position and an expanded position, a pressure plate, a lever, and a coupling operably connected to the friction plate. The flywheel may include an end plate. The chamber may be defined by the flywheel and the piston. The lever may apply an activation force to the pressure plate when the piston is in the expanded position. The friction plate may be attached to and rotatable with the flywheel assembly when the piston is in the expanded position and generally stationary when the piston is in the contracted position.

Disconnect clutch

Transmission for coupling to hydromechanical power source includes differential and range modules including planetary gear arrangements, a plurality of selectively engagable clutch assemblies, and a drop box module, which includes a final output member. First and second power source paths provide power to the differential module. The clutch assemblies are selectively engagable to provide variable rotational power from the differential module to the range module, and from the range module to the drop box module in a plurality of directional ranges. The drop box adapts the variable rotational power provided in the selected range for connection in a given application.

Modular arrangement for hydromechanical transmission

A continuously variable transmission includes two planetary gear sets having two outputs. A variator drives a ring gear of the second planetary gear set, and a transmission input shaft is driven by the engine, which also drives the variator and the planetary input. Second and third output shafts are connected to a transmission output shaft. A first clutch is connected to the first output shaft, a second clutch is connected to the second planetary output and engages a first drive gear. A third clutch is connected to the first output shaft and releasably engages the first drive gear, a fourth clutch is connected to the first drive gear and releasably engages the second output shaft, and a fifth clutch is connected to the first drive gear and releasably engages the third output shaft.

Multi-range hydro-mechanical transmission

A hydraulic actuator for pump control is disclosed. The hydraulic actuator includes two hydraulically isolated chambers for actuation in one direction and two hydraulically isolated chambers for actuation in an opposite direction. Each of the four chambers is connected to a source of high pressure fluid by an electronically controlled pressure reducing valve.

High response hydraulic actuator

A transmission is provided for a mobile machine. The transmission may have a plurality of available gear combinations selectively engaged to produce multiple stepped output ratios. The transmission may also have a first fluid pump and a second fluid pump. The first fluid pump may be configured to pressurize a first flow of fluid. The second fluid pump may have variable displacement to pressurize a second flow of fluid. At least one of the first and second flows of fluid may be directed to cause selective engagement of the plurality of available gear combinations.

Step-change transmission having charge and variable displacement pumps

A system and method for variator control employs positively directed electronic make-up and flushing relief valves for more precise torque control of a hydraulic variator, especially during torque reversal, as well as improved cold weather operation. This can improve machine response during periods of severe torque change. The ability to more tightly control variator torque allows more precise torque management algorithms for power control and engine matching purposes. Moreover, the ability to positively control venting of the hydraulic circuit for purposes of fluid cooling allows for more consistent machine response regardless of ambient temperature.

Hydrostatic pump and motor with improved torque reversal characteristics

A compact transmission for use in radio controlled model electric vehicles which includes a differential assembly and a slipper clutch assembly in combination with a drive means in the form of a spur gear, all contained in a single compact unit. The unit occupies substantially the same space as the differential assembly alone and does not add any significant weight to the transmission. The differential assembly is rotatably mounted within the spur gear. Clutch pads are disposed within the central opening of the spur gear and are in slippable contact with a clutch plate which is adjacent to and prevented from independent movement by one end cap of the differential housing. The slipper clutch assembly includes an adjustment nut easily rotated to adjust the compressive force of the clutch pads against the clutch plate and fixed in place when the desired compressive force is attained. Means interposed between the adjustment nut and the spur gear enable the adjustability of the compressive force. Any adjustment can be made without having to take the mechanism apart or to remove any parts. The clutch pads and spur gear can easily be replaced as needed. In use this transmission significantly reduces damage to the motor and drive train of the model vehicle even when undergoing the most rigorous trials.

Transmission for model electric vehicles

A method and system for configuring a hydromechanical transmission having a hydraulic pump and a hydraulic motor driven by the hydraulic pump and a pressure-driven actuator employs a particular torque-pressure curve configuration to maximize torque resolution with respect to actuator pressure changes while ensuring that the curve is substantially monotonic in each dimension and at any available motor speed within a predetermined motor speed limit and any available actuator pressure within predetermined actuator pressure limits. The resultant four-dimensional association between actuator pressure, motor speed, primary power source speed and motor torque allows selection of an actuator pressure to provide a desired torque.

Variator pressure-set torque control

The machine may have a power system that includes a prime mover, a multiple-ratio transmission, a propulsion device, and power-system controls. The method may include propelling the machine by transmitting power from the prime mover to the propulsion device through the multiple-ratio transmission, while controlling operation of the prime mover and the multiple-ratio transmission with the power-system controls. This may include determining with the power-system controls at least one energy-efficiency estimate based at least on energy-efficiency characteristics of the prime mover and energy-efficiency characteristics of the multiple-ratio transmission. Controlling the prime mover and the multiple-ratio transmission may further include controlling a prime-mover operating speed of the prime mover and a transmission drive ratio of the multiple-ratio transmission based at least in-part on the at least one energy-efficiency estimate.

Machine having a multiple-ratio transmission

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Peoria, IL, United States of America

Michael G Cronin