Assisted mechanical continuously variable transmission and methods of control thereof

Abstract

An actuation system is operatively coupled to a continuously variable transmission (CVT) including a drive clutch and a driven clutch. The actuation system comprises an actuation member operably coupled to a moveable sheave of the drive clutch, a compressor operably coupled to the actuation member, a tank operably coupled to the actuation member, and a first valve fluidly coupled intermediate the actuation member and the compressor to selectively allow fluid to flow between the actuation member and the compressor.

Description

ASSISTED MECHANICAL CONTINUOUSLY VARIABLE TRANSMISSION AND METHODS OF CONTROL THEREOFCROSS-REFERENCE TO RELATED APPLICATION

[0001] This application is being filed as a PCT International application and claims the benefit of and priority to U.S. Provisional Application No. 63 / 788,572, filed April 14, 2025, titled "Assisted Mechanical Continuously Variable Transmission and Methods of Control Thereof," the disclosure of which is hereby incorporated herein by reference.TECHNICAL FIELD

[0002] The present disclosure relates generally to apparatuses, systems, and methods for modifying gear ratios in continuously variable transmissions. More specifically, the disclosure relates to apparatuses, systems, and methods for providing inputs for modifying the position of a moveable sheave of mechanical continuously variable transmissions.BACKGROUND

[0003] Continuously variable transmissions ("CVTs") are used in many vehicles. Mechanical CVTs are less complex and less costly to manufacture than alternative CVTs, such as hydraulic and electronic CVTs. Rubber belt CVTs are also less costly to manufacture than steel belt CVTs. However, one disadvantage of traditional mechanical rubber-belt CVTs is that once a CVT is installed, it is tuned to specific settings and cannot be modified during vehicle operation.SUMMARY

[0004] Provided herein are various embodiments of a CVT that include an actuator for modifying the CVT ratio via input from a system or a user.

[0005] In an embodiment of the present disclosure, an actuation system is provided. The actuation system is operatively coupled to a continuously variable transmission (CVT) including a drive clutch and a driven clutch. The actuation system comprises an actuation member operably coupled to a moveable sheave of the drive clutch, a compressor operably coupled to the actuation member, and a tank operably coupled to the actuation member. A first valve is fluidly coupled intermediate the actuation member and the compressor to selectively allow fluid to flow between the actuation member and the compressor.

[0006] In embodiments, the actuation system further comprises a second valve positioned fluidly intermediate the actuation member and atmosphere.

[0007] In embodiments, the second valve is a normally-open valve.

[0008] In embodiments, the actuation system further comprises a second valve positioned fluidly intermediate the compressor and the tank.

[0009] In embodiments, the second valve is a normally-closed valve.

[0010] In embodiments, the first valve and the second valve are a part of a valve block.

[0011] In embodiments, the actuation system further comprises an air dryer coupled to the compressor, wherein the first valve is configured to permit fluid flow from the actuation member to the air diver.

[0012] In embodiments, the actuation system further comprises a controller comprising instructions for altering the state of the first valve to an open state and the second valve to an open state such that the air from the tank can flow to the actuation member.

[0013] The foregoing embodiments are illustrative and should not be read to limit or otherwise narrow the scope of any of the inventive concepts otherwise provided by the instant disclosure. While multiple embodiments are disclosed, still other embodiments will become apparent to those skilled in the art from the following detailed description, which shows and describes illustrative embodiments. Accordingly, the drawings and detailed description are to be regarded as illustrative in nature rather than restrictive in nature.BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The accompanying drawings are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments, and together with the description serve to explain the principles of the disclosure.

[0015] FIG. l is a front perspective view of a vehicle, in accordance ith an embodiment.

[0016] FIG. 2 is a rear perspective view of a vehicle, in accordance with an embodiment.

[0017] FIG. 3 is a left side view- of a vehicle, in accordance with an embodiment.

[0018] FIG. 4 is a right side view of a vehicle, in accordance with an embodiment.

[0019] FIG. 5 is atop view of a vehicle, in accordance with an embodiment.

[0020] FIG. 6 is a front view of a vehicle, in accordance with an embodiment.

[0021] FIG. 7 is a rear view of a vehicle, in accordance with an embodiment.

[0022] FIG. 8 is a perspective view of a CVT with an actuator, in accordance with an embodiment.

[0023] FIG. 9 is a side view of a CVT with an actuator, in accordance with an embodiment.

[0024] FIG. 10 is an exploded view of a CVT with an actuator, in accordance with an embodiment.

[0025] FIG. 11 is a diagrammatic view of a CVT with an actuator.

[0026] FIG. 11 A is a diagrammatic view of a compressor assembly, in accordance with an embodiment.

[0027] FIG. 12A is a diagrammatic view of an actuation assembly of the present disclosure in a first state.

[0028] FIG. 12B is a diagrammatic view of the actuation assembly of FIG. 12A in a second state.

[0029] FIG. 12C is a diagrammatic view of the actuation assembly of FIG. 12A in a third state.

[0030] FIG. 12D is a diagrammatic view of the actuation assembly of FIG. 12A in a fourth state.

[0031] FIG. 13A is a diagrammatic view of an alternative actuation assembly of the present disclosure in a first state.

[0032] FIG. 13B is a diagrammatic view of the actuation assembly of FIG. 13A in a second state.

[0033] FIG. 13C is a diagrammatic view of the actuation assembly of FIG. 13A in a third state.

[0034] FIG. 13D is a diagrammatic view of the actuation assembly of FIG. 13A in a fourth state.

[0035] FIG. 13E is a diagrammatic view of the actuation assembly of FIG. 13A in a fifth state.

[0036] FIG. 14A is a diagrammatic view of an alternative actuation assembly of the present disclosure in a first state.

[0037] FIG. 14B is a diagrammatic view of the actuation assembly of FIG. 14A in a second state.

[0038] FIG. 14C is a diagrammatic view of the actuation assembly of FIG. 14A in a third state.

[0039] FIG. 14D is a diagrammatic view of the actuation assembly of FIG. 14A in a fourth state.

[0040] FIG. 14E is a diagrammatic view of the actuation assembly of FIG. 14A in a fifth state.

[0041] FIG. 14F is a diagrammatic view of the actuation assembly of FIG. 14A in a sixth state.

[0042] FIG. 15 A is a diagrammatic view of an alternative actuation assembly of the present disclosure in a first state.

[0043] FIG. 15B is a diagrammatic view of the actuation assembly of FIG. 15A in a second state.

[0044] FIG. 15C is a diagrammatic view of the actuation assembly of FIG. 15A in a third state.

[0045] FIG. 15D is a diagrammatic view of the actuation assembly of FIG. 15A in a fourth state.

[0046] FIG. 15E is a diagrammatic view of the actuation assembly of FIG. 15A in a fifth state.

[0047] FIG. 15F is a diagrammatic view of the actuation assembly of FIG. 15 A in a sixth state.

[0048] FIG. 15G is a diagrammatic view of the actuation assembly of FIG. 15A in a seventh state.

[0049] FIG. 16 is a diagrammatic view of the actuation assembly of FIG. 15A with a set of pressure sensors.

[0050] FIG. 17 is a diagrammatic view of the actuation assembly of FIG. 15 A with a set of pressure sensors.

[0051] FIG. 18 is a diagrammatic view of an alternative actuation assembly of the present disclosure.

[0052] FIG. 19 is a diagrammatic view of an alternative actuation assembly of the present disclosure.

[0053] FIG. 20 is a diagrammatic view of an alternative actuation assembly of the present disclosure.

[0054] FIG. 21 is a diagrammatic view of an alternative actuation assembly of the present disclosure.

[0055] FIG. 22 is a diagrammatic view of an alternative actuation assembly of the present disclosure.

[0056] FIG. 23 is a diagrammatic view of an alternative actuation assembly of the present disclosure.

[0057] FIG. 24 is a control diagram of a control system for an actuation assembly of the present disclosure.

[0058] FIG. 25A is a diagrammatic view of a representative valve block of the present disclosure.

[0059] FIG. 25B is a diagrammatic cross-section view of the valve block of FIG.25 A.

[0060] FIG. 26 is a method for testing for stuck valves of a valve block of the present disclosure.

[0061] FIG. 26A is a method for warming and dithering valves of a valve block of the present disclosure to free stuck or frozen valves.

[0062] FIG. 27 is a method for providing power to a solenoid of a valve of the present disclosure at a predetermined temperature.

[0063] FIG. 28 is a method of determining a tank pressure of an actuation assembly of the present disclosure.

[0064] FIG. 29 is a method of venting air from an actuation assembly of the present disclosure after a power-off event.

[0065] FIG. 30 is a method of determining if a shift request of an actuation assembly of the present disclosure is available based on engine speed.

[0066] FIG. 31 is a method for venting air from an actuation assembly of the present disclosure based on tank pressure.

[0067] FIG. 32 is a method for venting air from an actuation assembly of the present disclosure during a power-loss event.

[0068] FIG. 33 is a method of providing auxiliary air to an auxiliary air system based on a selected gear and a tank pressure according to aspects of the present disclosure.

[0069] FIG. 34 is a method of providing auxiliary air to an auxiliary air system based on a vehicle speed and a tank pressure according to aspects of the present disclosure.

[0070] FIG. 35 is a diagrammatic view of a four-port valve for use with actuation systems of the present disclosure.

[0071] FIG. 36A is a control diagram for determining a base target pressure.

[0072] FIG. 36B is a control diagram for determining a roll away transmission mode.

[0073] FIG. 36C is a control diagram for determining belt slip speed.

[0074] FIG. 36D is a control diagram for determining belt slip energy.

[0075] FIG. 36E is a control diagram for determining a final target pressure for an actuator system, in accordance with embodiments.

[0076] FIG. 36F is a set of pressure tables associated with gear position, drive mode, and transmission mode.

[0077] FIG. 36G is an example belt slip table, in accordance with embodiments.

[0078] FIG. 37A is a diagrammatic view of a compressor with a clutch assembly.

[0079] FIG. 37B is a control diagram for controlling a clutch assembly, in accordance with embodiments.DETAILED DESCRIPTION

[0080] This disclosure is not meant to be read in a restrictive manner. For example, the terminology used in the application should be read broadly in the context of the meaning those in the field would attribute such terminology.

[0081] With respect to terminology' of inexactitude, the terms "about" and "approximately" may be used interchangeably to refer to a measurement that includes the stated measurement and that also includes any measurements that are reasonably close to the stated measurement. Measurements that are reasonably close to the stated measurement deviate from the stated measurement by a reasonably small amount as understood and readily ascertained by individuals having ordinary' skill in the relevant arts. Such deviations may be attributable to measurement error, differences in measurement and / or manufacturing equipment calibration, human error in reading and / or setting measurements, minor adjustments made to optimize performance and / or structural parameters in view' of differences in measurements associated with other components, particular implementation scenarios, imprecise adjustment and / or manipulation of objects by a person or machine, and / or the like, for example. In the event it is concluded that individuals having ordinary skill in the relevant arts would not readily ascertain values for such reasonably small differences, the terms "about" and "approximately" can be understood to mean plus or minus 10% of the stated value.

[0082] The disclosure may include or discuss various thresholds, maps, or other data sets. The herein disclosed thresholds, maps, data sets, etc. may be staticpredetermined values or sets of values or may be dynamic values or sets of values which are altered based upon other characteristics.

[0083] Persons skilled in the art will readily appreciate that various aspects of the present disclosure can be realized by any number of methods and apparatuses configured to perform the intended functions. It should also be noted that the accompanying drawing figures referred to herein are not necessarily drawn to scale but may be exaggerated to illustrate various aspects of the present disclosure, and in that regard, the drawing figures should not be construed as limiting.

[0084] Referring to FIGS. 1-7, an illustrative embodiment of a utility7vehicle 2 is shown. Vehicle 2 is configured for off-road operation. Vehicle 2 includes a plurality of ground-engaging members 4, illustratively front wheels 6 and rear wheels 8. In one embodiment, one or more of ground-engaging members 4 may be replaced with tracks, such as the Prospector II Tracks available from Polaris Industries, Inc., located at 2100 Highway 55 in Medina, Minn. 55340 or non-pneumatic tires, such as those shown in U.S. Pat. No. 8,176,957 and U.S. Pat. No. 8,104,524, the complete disclosures of which are expressly incorporated herein by reference. It is understood that the embodiments discussed herein could be implemented with respect to any number of vehicles, including snow vehicles such as snowmobiles, motorcycles, side-by-sides, all-terrain vehicles, and so forth.

[0085] Vehicle 2 further includes a lower frame assembly 10 supported by groundengaging members 4, which extends along a longitudinal centerline CL of vehicle 2. Lower frame assembly 10 includes a front portion 12, a rear portion 14, and an intermediate portion 16 extending therebetween. Additionally, vehicle 2 includes an upper frame assembly 19 extending vertically above lower frame assembly 10 and, more particularly, above at least intermediate portion 16 of lower frame assembly 10. Lower frame assembly 10 supports a rear cargo support area 17 and a vehicle body 18, which includes a plurality7of body panels including a dashboard 30 within an operator area 20.

[0086] Vehicle 2 also includes an operator area 20 which includes seating 22 for one or more passengers. Upper frame assembly 19 may be positioned generally around operator area 20 such that seating 22 is at least partially surrounded by upper frame assembly 19. Additionally, side nets or doors 29 may be positioned along the sides of operator area 20 and seating 22. Illustratively, seating 22 includes an operator seat and a passenger seat, however, seating 22 may also include rear seats for additionalpassengers. Seating 22 may include a seat back 24 and a seat bottom 26 for at least the operator and a passenger.

[0087] Operator area 20 further includes a lurality of operator controls 28, such as a steering wheel 27, by which an operator may provide input for operating vehicle 2. Additionally, the steering assembly, which includes steering wheel 27, may be configured for a 1.5 turn for lock to lock. Various operator controls, including the steering assembly, are further described in International Patent Application No.PCT / US 13 / 64516, filed on Oct. 11, 2013, the complete disclosure of which is expressly incorporated by reference herein. Operator area 20 and controls 28 may further include an HVAC system for the comfort of the operator and the passengers. Operator area 20 may also include one or more user inputs 164 to control additional systems on vehicle 2.

[0088] Referring to FIG. 7, vehicle 2 includes a rear suspension assembly 37 which includes shock absorbers 39. In one embodiment, shock absorbers 39 may be internal bypass shocks, as disclosed in International Patent Application No.PCT / US 13 / 64516, filed on Oct. 11, 2013, the complete disclosure of which is expressly incorporated by reference herein.

[0089] Vehicle 2 further includes a powertrain assembly 70 which is supported by rear portion 14 of lower frame assembly 10 and includes an engine 72, a shiftable transmission 74, and a continuously variable transmission ("CVT") 100. In some embodiments, powertrain assembly 70 may further include a forced-air inducer, for example, a gaseous charger (not shown). In one embodiment, the gaseous charger may be a turbocharger, however, alternatively, the gaseous charger may be a supercharger or any other similar device.

[0090] Referring to FIGS. 8-10, CVT 100 is illustrated. CVT 100 includes an inner cover 102 and an outer cover (not shown) and further includes a primary or drive clutch or pulley 110, a secondary or driven clutch or pulley 112, and a belt 116 extending therebetween, which are positioned within inner cover 102 and the outer cover. Drive clutch 110 is rotatably coupled to a crankshaft (not shown) of engine 72. Driven clutch 112 is rotatably coupled to an input shaft 118 of shiftable transmission 74 and is rotatably coupled to drive clutch 110 through belt 116. Belt 116 may be comprised of a polymeric material, for example rubber, and may also include reinforcing members, such as metal cords or other reinforcing material. In one embodiment, belt 116 may be comprised of a metallic material, for example, belt 116 may be a chain. In cross-section, belt 116 may generally define a "V" shape. Belt 116 is configured to contact drive clutch 110 and expand in diameter in order to contact driven clutch 112.

[0091] As shown in FIGS. 8-10, drive clutch 110 includes a moveable sheave 120 positioned adjacent the outer cover (not shown) of CVT 100 and a stati onary sheave 122 positioned adjacent inner cover 102 of CVT 100. During operation of CVT 100, stationary’ sheave 122 maintains a fixed position and does not move relative to post 123. Conversely, moveable sheave 120 of drive clutch 110 is configured for lateral movement relative to stationary sheave 122 in order to engage belt 116 and effect various drive ratios.

[0092] During operation of CVT 100, drive clutch 110 rotates with the crankshaft (not shown) of engine 72. At various operating conditions of vehicle 2. drive clutch 110 rotates at a speed which causes the centrifugal weights (not shown) to rotate or move. The centrifugal force on the flyweights causes the flyweights to pivot or rotate radially against a bearing (not shown) of spider member 132. This movement of the flyweights applies a force to moveable sheave 120 to cause moveable sheave 120 to slide or translate laterally relative to stationary- sheave 122. In this way, the radial position of belt 116 on moveable sheave 120 and stationary' sheave 122 may be adjusted to accommodate various operating conditions of vehicle 2, thereby resulting in various drive ratios. Movement of moveable sheave 120 may be controlled electronically, mechanically, or fluidly. The rotation of belt 116 caused by drive clutch 110 drives driven clutch 112.

[0093] Referring to FIGS. 8-11, CVT 100 includes an actuator 300 which allows for CVT 100 (i.e., a mechanical CVT) to be assisted for adapting various CVT ratios (e.g.. gear ratios) beyond the various mechanical systems providing tuned gear ratios. As discussed, CVT 100 includes drive clutch 110 and driven clutch 112 operably coupled to each other. Drive clutch 110 includes stationary sheave 122 and a moveable sheave 120 positioned adjacent to stationary sheave 122 along a common axis CA defined by a crankshaft (not shown) of the powertrain 70. Moveable sheave 120 is operable to translate axially relative to stationary sheave 122. Drive clutch 110 further includes load member or spider 132. CVT 100 includes rubber belt 116 extending betw een drive clutch 110 and driven clutch 112. Actuator 300 is coupled to moveable sheave 120 of drive clutch 110. Actuator 300 is operable to apply a force to moveable sheave 120 in a direction substantially along or parallel to the common axis CA. By applying the force, actuator 300 is able to modify the CVT ratio beyond the typicalmechanical systems previously described. This allows system or user control of the CVT ratio based on control of actuator 300 in addition to the existing components (e.g., springs and shift weights) that adjust the CVT ratio based on physical conditions such as speed. Actuator 300 may be provided to manipulate the effects of CVT 100 while maintaining typical rubber belt CVT components and calibration (e.g., belt engagement). In some embodiments, actuator 300 may be tuned to provide additional effects beyond minor inputs (e.g., by assisting or causing belt engagement). In some embodiments, various actuators may be implemented, including but not limited to pneumatic, hydraulic, and electromagnetic actuators.

[0094] Referring to FIG. 11, actuator 300 is a pneumatic actuator including a cylinder 302 and a piston 304 defining one or more chambers 306. Cylinder 302 and piston 304 may operate to change a volume of a chamber 306 to alter a lateral position of moveable sheave 120. Actuator 300 is coupled to an actuation system 312 including a controller 314, one or more valves 316 which may be part of a valve block 315, a compressor 318, and a tank 320. In embodiments, controller 314 includes a memory (not shown) and a processor (not shown) capable of executing instructions stored on the memory. In embodiments, controller 314 may be operably coupled to one or more of cylinder 302, piston 304, valves 316, and compressor 318. In embodiments, controller 314 is operable to control the position of the piston 304 within the cylinder 302. In embodiments, controller 314 is operable to control an operating state of valves 316. In embodiments, the one or more valves 316 may be a normally-closed valve or a normally-open valve. The one or more valves 316 may also include a proportional valve, a 3 / 2 valve, or another type of valve.

[0095] In embodiments, controller 314 is operable to control the operating state of compressor 318. Controller 314 may operate compressor 318 between an on-state and off-state. Controller 314 may operate compressor 318 according to a duty cycle.Controller 314 may utilize a pulse-width modulator (not shown) to control compressor 318.

[0096] During operation, actuation system 312 may provide pressurized fluids (e.g., pressurized gases or liquids) to the one or more chambers 306 through fluid line 310. As pressurized fluids are introduced to chamber 306, chamber 306 may expand or contract. In embodiments, cylinder 302 is stationary and piston 304 is moveably coupled with moveable sheave 120. Chamber 306 may expand, which results in moveable sheave 120 moving laterally relative to stationary sheave 122. The pressureand force exerted may be tuned for specific functions such as limiting or slowing movement of moveable sheave 120 outward during acceleration or actively moving moveable sheave 120 inward. Thus, in operation, actuator 300 works in tandem with, or to tune, the typical systems in CVT 100 which may be calibrated for discrete CVT ratios (e.g., spring, weights, etc.).

[0097] Referring to FIG. 11A, and as described herein, compressor 318 includes a compressor intake 321 and a compressor exhaust 323. An air dryer 319 is fluidly coupled to compressor 318 which may be used to remove moisture from actuation system 312. That is, as air is compressed by compressor 318, moisture (e.g., water vapor) may build up within actuation system 312, and the air dryer may be utilized to remove the moisture buildup. The air dryer may include a desiccant to induce or sustain dryness within actuation system 312. In embodiments, the desiccant may be a silica gel, activated charcoal, calcium sulfate, calcium chloride, diethylene glycol, or other forms of desiccant. A T-junction 326 is fluidly coupled intermediate compressor 318 and air dryer 319, and T-junction 326 is also coupled to a valve 316A allowing fluid access to atmosphere 325. That is, air may flow uninterrupted between compressor 318 and air dryer 319, and air may flow rearwardly through air dryer 319 and out of valve 316A to atmosphere.

[0098] In embodiments, actuation system 312 is operable in a plurality of discrete states. Each discrete state may include a different combination of states of compressor 318 and valves 316.

[0099] In embodiments, actuation system 312 includes a plurality of sensors for monitoring one or more characteristics of actuation system 312. Exemplary' sensors may include pressure sensors, flow rate sensors, voltage sensors, current sensors, temperature sensors, humidity sensors, position sensors, or other types of sensors.

[0100] Additional details regarding actuator 300 may be found in U.S. Application No. 19 / 034,730, filed January 23, 2025, the complete disclosure of which is expressly incorporated herein by reference.

[0101] Referring now to FIGS. 12A-12D, an embodiment of actuation system 312 includes, illustratively, actuation assembly 350. Actuation assembly 350 includes a compressor assembly 352 including a compressor 354, a compressor intake 356, an air dryer 358, and a valve 360 fluidly accessible between the compressor 354 and the air dryer 358. Actuation assembly 350 further includes a tank 362 fluidly coupled with the compressor 354. Actuation assembly 350 includes a valve 364 and a valve 366. Inembodiments, each of valve 364 and valve 366 are a part of a valve block 368. Actuator 300 is fluidly coupled to valve block 368, fluidly intermediate valve 364 and valve 366. Referring still to FIGS. 12A and 12B, valve 360 is a normally-closed (N / C) valve, valve 364 is a normally-closed valve, and valve 366 is a normally-open (N / O) valve. Actuation system 312 is operable according to a plurality of discrete states, including a first state (FIG. 12A), a second state (FIG. 12B), a third state (FIG. 12C), and a fourth state (FIG. 12D).

[0102] Referring now to FIG. 12A, in the first state, compressor assembly 352 is turned to an on-state to pressurize air, valve 360 remains unactuated (e.g., unenergized) in the closed state to allow air to flow from compressor 354 to tank 362 to fill tank 362 with pressurized air. In the first state, valve 364 remains in the normally-closed state such that air does not leave tank 362.

[0103] Referring now to FIG. 12B, in the second state, valve 364 is actuated (e.g., energized) to an open state to allow air to flow from tank 362 to the actuator 300 (e.g., cylinder 302) and valve 366 is actuated (e.g., energized) to a closed state to prevent air from flowing from tank 362 and actuator 300 to an atmosphere 325 (e.g., a vent). In the second state, valve 364 is actuated to an open state for a predetermined amount of time to flow a predetermined amount of air into actuator 300. Actuator 300 is actuated a predetermined distance to alter the position of moveable sheave 120 of drive clutch 110 such that the spacing between moveable sheave 120 and stationary sheave 122 is altered (i.e., increased or decreased).

[0104] Referring now to FIG. 12C, in the third state, valve 364 is altered to be in a closed state and valve 366 is altered to be in an open state, which allows air to flow from actuator 300 to atmosphere 325. That is. in the third state, actuator 300 is vented to remove air from actuator 300 and allow moveable sheave 120 to move back to an unactuated position (i.e., the moveable sheave is only moving under the power of the weights). Valve 364 is a normally-closed valve and valve 366 is a normally-open valve, and in the event of a power loss or a loss of function event (e.g., a malfunction) to valve block 368, each of valve 364 and valve 366 will default to their normal positions (e.g., normally-closed or normally-open ) and air will vent from actuator 300. The third state is generally a venting state and air may flow outwardly from actuator 300, through valve 366 to atmosphere 325, and moveable sheave 120 of drive clutch 110 may move generally outwardly to increase a spacing between moveable sheave 120 and stationary sheave 122.

[0105] Referring now to FIG. 12D, in the fourth state, valve 364 remains in the unactuated, normally-closed position and valve 360 is actuated (e.g., energized) to an open position to allow air to flow from tank 362, through air dryer 358, to atmosphere 325. Air flows through air dryer 358 to dry or refresh the desiccant within air dryer 358 by carry ing out moisture collected by the desiccant during operation of actuation assembly 350 (e.g., during the first state (FIG. 12A)). This state allows actuation assembly 350 to be regenerative and increases the service life of the desiccant. In embodiments, the desiccant is removable and replaceable. The fourth state, or the regenerative state, is capable of increasing the amount of time needed between replacing the desiccant.

[0106] Referring now to FIGS. 13A-13E, an embodiment of actuation system 312 includes, illustratively, actuation assembly 380. Actuation assembly 380 includes a compressor assembly 382 including a compressor 384, a compressor intake 386, an air dryer 388, and valve 390 fluidly accessible between the compressor 384 and the air dryer 388. Actuation assembly 380 includes a valve block 394 which includes one or more valves and a tank 392. In embodiments, valve block 394 includes a valve 396 coupled fluidly adjacent tank 392, a valve 398 coupled fluidly adjacent the atmosphere 325, and a valve 400 coupled fluidly adjacent the actuator 300. In embodiments, valve 390 is a normally-closed valve, valve 396 is a normally-closed valve, valve 398 is a normally-open valve, and valve 400 is a normally-open valve. Actuation assembly 380 is operable according to a plurality of discrete states, including a first state (FIG. 13 A), a second state (FIG. 13B), a third state (FIG. 13C), a fourth state (FIG. 13D), and a fifth state (FIG. 13E).

[0107] Referring now to FIG. 13 A. in the first state, controller 314 is operable to alter actuation assembly 380 and valve 390 remains unactuated (e.g., unenergized) to allow air to leave compressor 384 of compressor assembly 382 through air dryer 388. Valve 398 is actuated (e.g., energized) to a closed position, valve 400 is actuated (e.g., energized) to a closed position, and valve 396 is actuated (e.g., energized) to an open position to allow air to be pushed into tank 392 from compressor assembly 382.

[0108] Referring now to FIG. 13B, in the second state, controller 314 is operable to alter actuation assembly 380 and valve 390 is in the unactuated or closed state (e.g., de-energized), valve 396 is actuated (e.g., energized) to an open state, valve 398 is actuated (e.g., energized) to a closed state, and valve 400 is in the unactuated or open state (e.g., de-energized). In the second state, air is allowed to flow from tank 392 toactuator 300 through valve 396 and valve 400 (i.e., from a high-pressure source (i.e., tank 392) to the lower pressure source (i.e., actuator 300)). In the second state, valve 396 is actuated to an open state for a predetermined amount of time to flow a predetermined amount of air into actuator 300. Actuator 300 is actuated a predetermined distance to alter the position of moveable sheave 120 of drive clutch 110 such that the spacing between moveable sheave 120 and stationary sheave 122 is altered (i.e., increased or decreased).

[0109] Referring now to FIG. 13C, in the third state, controller 314 is operable to alter actuation assembly 380 and valve 390 is actuated (e.g., energized) to an open state, valve 396 is unactuated (e.g., unenergized) in the closed state, valve 398 is actuated (e.g., energized) to a closed state, and valve 400 is unactuated (e.g., unenergized) in the open state. Actuator 300 is capable of exhausting, or venting, air back to valve block 394 such that air may flow through valve 400, through air dryer 388 and valve 390 to atmosphere 325. In the third state, air which was used may be exhausted from actuator 300 and pushed through air dryer 388 to dry or refresh the desiccant within air dryer 388.

[0110] Referring now to FIG. 13D, in the fourth state, controller 314 is operable to alter actuation assembly 380 and valve 390 is unactuated (e.g., unenergized) in the closed state, valve 396 is unactuated (e.g., unenergized) in the closed state, valve 398 is unactuated (e.g.. unenergized) in the open state, and valve 400 is unactuated (e.g., unenergized) in the open state. The fourth state is generally a venting state and air may flow outwardly from actuator 300, through valve 400 and valve 398 to atmosphere 325, and moveable sheave 120 of drive clutch 110 may move generally outwardly to increase a spacing between moveable sheave 120 and stationary sheave 122.

[0111] Referring now to FIG. 13E, in the fifth state, controller 314 is operable to alter actuation assembly 380 and valve 390 is actuated (e.g., energized) to the open state, valve 396 is actuated (e.g., energized) to the open state, valve 398 is actuated (e.g., energized) to the closed state, and valve 400 is actuated (e.g., energized) to the closed state. In the fifth state, tank pressure may be utilized to flow air through the air dryer 388 to dry or refresh the desiccant within air dryer 388.

[0112] Referring now to FIGS. 14A-14F, an embodiment of actuation system 312 includes, illustratively, actuation assembly 402. Actuation assembly 402 includes a compressor assembly 404 including a compressor 406, a compressor intake 408, an air dryer 410, and a valve 412 fluidly accessible intermediate the compressor 406 and theair dryer 410. Actuation assembly 402 includes a valve block 416 which includes one or more valves and a tank 414. In embodiments, valve block 416 includes a valve 418 coupled fluidly adjacent tank 414, a valve 420 coupled fluidly adjacent the atmosphere 325, and a valve 422 which is coupled fluidly intermediate each of valve 420, actuator 300 and each of valve 418, compressor assembly 404. In embodiments, valve 412 is a normally-closed valve, valve 418 is a normally-closed valve, valve 420 is a normally -open valve, and valve 422 is a normally -closed valve. Actuation assembly 402 is operable according to a plurality of discrete states, including a first state (FIG. 14 A), a second state (FIG. 14B), a third state (FIG. 14C), a fourth state (FIG. 14D), a fifth state (FIG. 14E), and a sixth state (FIG. 14F).

[0113] Referring now to FIG. 14A. in the first state, controller 314 is operable to alter actuation assembly 402 and valve 412 remains unactuated (e.g., unenergized) to allow air to leave compressor 406 of compressor assembly 404 through air dryer 410. Valve 418 is actuated (e.g., energized) to an open position, valve 422 is unactuated (e.g., unenergized) in the closed position, and valve 420 may be actuated (e.g., energized) or unactuated (e.g., de-energized). Air may flow from compressor assembly 404 to tank 414 to fill tank 414 with pressurized air. That is, air flows from the higher pressure volume (i.e., compressor assembly 404) to the lower pressure volume (i.e., tank 414).

[0114] Referring now to FIG. 14B. in the second state, controller 314 is operable to alter actuation assembly 402 and valve 412 is in the unactuated or closed state (e.g., de-energized), valve 418 is actuated (e.g., energized) to an open state, valve 420 is actuated (e.g., energized) to a closed state, and valve 422 is in the actuated or open state (e.g.. energized). In the second state, air is allowed to flow from tank 414 to actuator 300 through valve 418 and valve 422 (i.e., from a high-pressure source (i.e., tank 414) to the lower pressure source (i.e., actuator 300)). In the second state, valves 418, 422 are actuated to an open state for a predetermined amount of time to flow a predetermined amount of air into actuator 300. Actuator 300 is actuated a predetermined distance to alter the position of moveable sheave 120 of drive clutch 110 such that the spacing between moveable sheave 120 and stationary sheave 122 is altered (i.e., increased or decreased).

[0115] Referring now to FIG. 14C, in the third state, controller 314 is operable to alter actuation assembly 402 and valve 412 is actuated (e.g., energized) to an open state, valve 418 is unactuated (e.g., unenergized) in the closed state, valve 420 isactuated (e.g., energized) to a closed state, and valve 422 is actuated (e.g., energized) to the open state. Actuator 300 is capable of exhausting, or venting, air back to valve block 416 such that air may flow through valve 422, through air dryer 410 and valve 412 to atmosphere 325. In the third state, air which was used in actuator 300 may be exhausted from actuator 300 and pushed through air dryer 410 to dry or refresh the desiccant within air dryer 410.

[0116] Referring now to FIG. 14D, in the fourth state, controller 314 is operable to alter actuation assembly 402 and valve 412 is unactuated (e.g., unenergized) in the closed state, valve 418 is unactuated (e.g., unenergized) in the closed state, valve 422 is actuated (e.g., energized) in the open state, and valve 420 is unactuated (e.g., unenergized) in the open state. The fourth state is generally an actuator venting state and air may flow outwardly from actuator 300, through valve 420 to atmosphere 325, and moveable sheave 120 of drive clutch 110 may move generally outwardly to increase a spacing between moveable sheave 120 and stationary' sheave 122. In the fourth state, only the actuator 300 is vented.

[0117] Referring now to FIG. 14E, in the fifth state, controller 314 is operable to alter actuation assembly 402 and valve 412 is unactuated (e.g., unenergized) in the closed state, valve 418 is actuated (e.g., energized) in the open state, valve 422 is actuated (e.g., energized) in the open state, and valve 420 is unactuated (e.g., unenergized) in the open state. The fifth state is generally a system venting state and air may flow outwardly from actuator 300, through valve 420 to atmosphere 325, and air may flow outwardly from tank 414, through valves 418, 422, and 420 to atmosphere 325. In the fifth state, the moveable sheave 120 of drive clutch 110 may move generally outwardly to increase a spacing between moveable sheave 120 and stationary’ sheave 122 as a result of the actuator 300 being vented and the tank 414 is also vented. In the fifth state, each of the actuator 300 and the tank 414 is vented.

[0118] Referring now to FIG. 14F, in the sixth state, controller 314 is operable to alter actuation assembly 402 and valve 412 is actuated (e.g., energized) to the open state, valve 418 is actuated (e.g., energized) to the open state, valve 422 is actuated (e.g., energized) to the closed state, and valve 420 may be actuated (e.g., energized) or unactuated (e.g., unenergized). In the sixth state, tank pressure may be utilized to flow air through the air dryer 410 to dry' or refresh the desiccant within air dryer 410 before flowing out of valve 412 to atmosphere 325.

[0119] Referring now to FIGS. 15A-15G, an embodiment of actuation system 312 includes, illustratively, actuation assembly 430. Actuation assembly 430 includes a compressor assembly 432 including a compressor 434, a compressor intake 436, an air dryer 438, and a valve 440 fluidly accessible intermediate the compressor 434 and the air dryer 438. Actuation assembly 430 includes a valve block 444 which includes one or more valves and a tank 442. In embodiments, valve block 444 includes a valve 446 coupled fluidly adjacent tank 442, a valve 450 coupled fluidly adjacent the atmosphere 325, and a valve 448 which is coupled fluidly intermediate each of valve 450, actuator 300 and each of valve 446, compressor assembly 432. In embodiments, valve 440 is a normally-closed valve, valve 446 is a normally-closed valve, valve 450 is a normally-open valve, and valve 448 is a normally-closed valve.

[0120] Referring still to FIGs. 15A-15G, valve block 444 may include a valve 452 which may be fluidly coupled to an auxiliary air system 454. Valve 452 is a normally-closed valve.

[0121] Actuation assembly 430 is operable according to a plurality’ of discrete states, including a first state (FIG. 15 A), a second state (FIG. 15B), a third state (FIG.15C), a fourth state (FIG. 15D), a fifth state (FIG. 15E), a sixth state (FIG. 15F), and a seventh state (FIG. 15G).

[0122] Referring now to FIG. 15 A, in the first state, controller 314 is operable to alter actuation assembly 430 and valve 440 is unactuated (e.g., unenergized) to allow air to leave compressor 434 of compressor assembly 432 through air dryer 438. Valve 446 is actuated (e.g., energized) to an open position, valve 448 is unactuated (e.g., unenergized) in the closed position, and valve 450 may be actuated (e.g., energized) or unactuated (e.g., de-energized). Air may flow from compressor assembly 432 to tank 442 to fill tank 442 with pressurized air. That is, air flows from the higher pressure volume (i.e., compressor assembly 432) to the lower pressure volume (i.e., tank 442).

[0123] Referring now to FIG. 15B, in the second state, controller 314 is operable to alter actuation assembly 430 and valve 440 is in the unactuated or closed state (e.g., de-energized), valve 446 is actuated (e.g., energized) to an open state, valve 448 is actuated (e.g., energized) to an open state, and valve 450 is in the unactuated or open state (e.g., de-energized). In the second state, air is allowed to flow from tank 442 to actuator 300 through valve 446 and valve 448 (i.e., from a high-pressure source (i.e., tank 442) to the lower pressure source (i.e., actuator 300)). In the second state, valves 446, 448 are actuated to an open state for a predetermined amount of time to flow apredetermined amount of air into actuator 300. Actuator 300 is actuated a predetermined distance to alter the position of moveable sheave 120 of drive clutch 110 such that the spacing between moveable sheave 120 and stationary sheave 122 is altered (i.e., increased or decreased).

[0124] Referring now to FIG. 15C, in the third state, controller 314 is operable to alter actuation assembly 430 and valve 440 is actuated (e.g., energized) to the open state, valve 448 is actuated (e.g., energized) to the open state, valve 446 is unactuated (e g., unenergized) in the closed state, and valve 450 is actuated (e.g., energized) to the closed state. Actuator 300 is capable of exhausting, or venting, air back to valve block 444 such that air may flow through valve 448, through air dry er 438 and valve 440 to atmosphere 325. In the third state, air which was used in actuator 300 may be exhausted from actuator 300 and pushed through air dryer 438 to dry or refresh the desiccant within air dryer 438.

[0125] Referring now to FIG. 15D, in the fourth state, controller 314 is operable to alter actuation assembly 430 and valve 440 is unactuated (e.g., unenergized) in the closed state, valve 448 is unactuated (e.g., unenergized) in the closed state, valve 450 is unactuated (e.g., unenergized) in the open state, and valve 446 may be unactuated (e g., unenergized) in the closed state or actuated (e.g., energized) in the open state. The fourth state is generally an actuator venting state and air may flow outwardly from actuator 300. through valve 450 to atmosphere 325. and moveable sheave 120 of drive clutch 110 may move generally outwardly to increase a spacing between moveable sheave 120 and stationary sheave 122. In the fourth state, only the actuator 300 is vented.

[0126] Referring now to FIG. 15E, in the fifth state, controller 314 is operable to alter actuation assembly 430 and valve 440 is unactuated (e.g., unenergized) in the closed state, valve 446 is actuated (e.g., energized) in the open state, valve 448 is actuated (e.g., energized) in the open state, and valve 450 is unactuated (e.g., unenergized) in the open state. The fifth state is generally a system venting state and air may flow' outwardly from actuator 300, through valve 450 to atmosphere 325 and air may flow' outwardly from tank 442, through valves 446, 448, and 450 to atmosphere 325. In the fifth state, the moveable sheave 120 of drive clutch 110 may move generally outwardly to increase a spacing between moveable sheave 120 and stationary' sheave 122 as a result of the actuator 300 being vented and the tank 442 is also vented. In the fifth state, each of the actuator 300 and the tank 442 is vented.

[0127] Referring now to FIG. 15F, in the sixth state, controller 314 is operable to alter actuation assembly 430 and valve 440 is actuated (e.g., energized) to the open state, valve 446 is actuated (e.g., energized) to the open state, valve 448 is unactuated (e.g., unenergized) in the closed state, and valve 450 may be actuated (e.g., energized) or unactuated (e.g., unenergized). In the sixth state, tank pressure may be utilized to flow air through the air dryer 438 to dry or refresh the desiccant within air dryer 438 before flowing out of valve 440 to atmosphere 325.

[0128] Referring now to FIG. 15G, in the seventh state, controller 314 is operable to alter actuation assembly 430 and valve 440 is unactuated (e.g., unenergized) to the closed state, valve 446 is actuated (e.g., energized) to the open state, valve 448 is unactuated (e.g., unenergized) in the closed state, and valve 450 may be actuated (e.g.. energized) or unactuated (e.g., unenergized). Valve 452 is actuated (e.g., energized) to the open state to allow air to flow from tank 442, through valve 446 and valve 452 to the auxiliary air system 454. In embodiments, the auxiliary air system 454 may be a connector which may provide pressurized air to desired parts of vehicle 2. In embodiments, an operator of vehicle 2 may utilize auxiliary air system 454 to inflate ground-engaging members 4, clear debris with pressurized air, inflate a pressurized jack, or otherwise provide pressurized air to other components.

[0129] Referring now to FIG. 16, actuation assembly 430 may include a pressure sensor 456 coupled between each of valves 446, 448 and compressor assembly 432 and a pressure sensor 458 coupled between each of valves 448, 450 and actuator 300. In embodiments, pressure sensor 456 is capable of determining a pressure within tank 442 and pressure sensor 458 is capable of determining a pressure within the actuator 300. That is, when valve 446 is actuated (e.g., energized) in the open state, valve 448 is unactuated (e.g., unenergized) in the closed state, and valve 452 is unactuated (e.g., unenergized) in the closed state, the air pressure of tank 442 is measurable by pressure sensor 456. Further, when valve 450 is actuated (e.g., energized) in the closed state and valve 448 is unactuated (e.g., unenergized) in the closed state, the air pressure within actuator 300 is measurable by pressure sensor 458. In embodiments, each of sensors 456, 458 is operably coupled to controller 314 and controller 314 is operable to control one or more valves based upon a monitored sensor value of the sensors 456, 458.

[0130] Referring now to FIG. 17, actuation assembly 430 may include a pressure sensor 460 coupled to tank 442 and a pressure sensor 462 coupled between each of valves 448, 450 and actuator 300. In embodiments, pressure sensor 460 is capable ofdetermining a pressure within tank 442 and pressure sensor 462 is capable of determining a pressure within the actuator 300. In embodiments, pressure sensor 460 is integrated with tank 442. In embodiments, pressure sensor 462 is integrated with actuator 300. In embodiments, each of sensors 460, 462 is operably coupled to controller 314 and controller 314 is operable to control one or more valves based upon a monitored sensor value of the sensors 460, 462.

[0131] Referring now to FIGS. 18-23, additional embodiments of actuation system 312 are provided, including actuation assembly 470, as shown in FIG. 18. Actuation assembly 470 includes a compressor assembly 472 including a compressor 474, a compressor intake 476, an air dryer 478, and a valve 480 fluidly accessible intermediate air dryer 478 and compressor 474. A valve block 484 includes a plurality of valves, all fluidly coupled to compressor assembly 472, including a valve 486, a valve 488, a valve 490, a valve 492, and a valve 494. In embodiments, one or more of valves 490, 492, 494 are optionally included in valve block 484. Actuation assembly 470 includes a tank 482 fluidly coupled to valve 486. and actuator 300 is fluidly coupled to each of valves 488, 490. The auxiliary air system 454 is fluidly coupled to valve 492. Actuation assembly 470 also includes a valve 496 fluidly coupled between the atmosphere 325 and each of valves 488, 490, and actuator 300. In embodiments, valve 496 is external to the valve block 484.

[0132] Still referring to FIG. 18, valve 480 is a normally-closed valve, valve 486 is a normally -closed valve, valve 488 is a normally-closed valve, valve 490 is a normally-closed valve, valve 492 is a normally-closed valve, valve 494 is a normally-closed valve, and valve 496 is a normally-open valve.

[0133] Referring still to FIG. 18, controller 314 is operable to control one or more of valves 480, 486, 488, 490, 492, 494, 496 to control actuation assembly 470 between a plurality of discrete states. That is, in a first state, valve 480 remains in a closed state, valve 486 is altered to an open state, and compressor assembly 472 pushes pressurized air into tank 482. In a second state, valve 486 is altered to an open state, valve 488 is altered to an open state, and air flows through valves 486, 488 at a first flow rate from a high pressure source (e.g., tank 482) to a low pressure source (e.g., actuator 300). In a third state, valve 486 is altered to an open state, valve 488 is altered to an open state, valve 490 is altered to an open state, and air flows through valves 486, 488, 490 at a second flow rate from a high pressure source (e.g., tank 482) to a low pressure source (e.g., actuator 300). In embodiments, the first flow rate is a volumetric flow rate and thesecond flow rate is a volumetric flow rate, and the second volumetric flow rate is greater than the first volumetric flow rate. In each of the second state and the third state, valves 486, 488, 490 are actuated to an open state for a predetermined amount of time to flow a predetermined amount of air into actuator 300. Actuator 300 is actuated a predetermined distance to alter the position of moveable sheave 120 of drive clutch 110 such that the spacing between moveable sheave 120 and stationary sheave 122 is altered (i.e., increased or decreased).

[0134] Referring still to FIG. 18, in a fourth state, air dryer 478 may be dried or refreshed by air from actuator 300. That is, valve 480 is altered to the open state, valve 488 is actuated to an open state, and air exhausted or vented from actuator 300 flows to air dryer 478 to dry or refresh the desiccant within air dryer 478 before flowing out of valve 480 to atmosphere 325.

[0135] Referring still to FIG. 18, in a fifth state, air dryer 478 may be dried or refreshed by air from tank 482. That is, valve 480 is altered to the open state, valve 486 is actuated to an open state, and air exhausted or vented from tank 482 flows to air dryer 478 to dry or refresh the desiccant within air dryer 478 before flowing out of valve 480 to atmosphere 325.

[0136] Referring still to FIG. 18, in a sixth state, each of valves 486, 492 is altered to an open state, and pressurized air flows from a high pressure source (e.g., tank 482) to a low pressure destination (e.g.. auxiliary air system 454).

[0137] Referring still to FIG. 18, valve 496 is a normally-open valve and remains actuated until actuation assembly 470 vents air within the system to atmosphere 325. In a power-loss event, each of valves 480, 486, 488, 490, 492, 494, 496 will revert to the default state. That is, in a default state, any air from actuator 300 will flow to atmosphere 325 through the normally-open valve 496.

[0138] Referring now to FIG. 19, additional embodiments of actuation system 312 are provided, including actuation assembly 470'. Actuation assembly 470' is generally the same as actuation assembly 470. which includes a compressor assembly including compressor 474, compressor intake 476, air dryer 478 and a valve 480, a tank 482, and a valve block 484 including valves 486, 488, 490, 492, 494, auxiliary air system 454, and actuator 300. Actuation assembly 470' includes a valve 498 which may be a 3 / 2 valve having two discrete positions. In a first position, valve 498 provides a path for air to travel from valve 488 to atmosphere 325 and from actuator 300 to atmosphere 325, and in a second position, valve 498 provides a path for air to travel from valve 490 toactuator 300. In the unactuated, or unenergized position, valve 498 allows air to flow from actuator 300 to atmosphere 325 to vent the actuator 300.

[0139] Referring now to FIG. 20, additional embodiments of actuation system 312 are provided, including actuation assembly 470". Actuation assembly 470" is generally the same as actuation assembly 470', which includes compressor assembly 472 including compressor 474. compressor intake 476, air dryer 478, valve 480, tank 482, and valve block 484 including valves 486, 490, 492, auxiliary air system 454, and actuator 300. Actuation assembly 470" also includes valve 498 from actuation assembly 470'. Actuation assembly 470" does not include valve 488 (FIG. 19) and includes only a single path between tank 482 and actuator 300.

[0140] Referring now to FIGS. 21-22, additional embodiments of actuation system 312 are provided, including actuation assembly 500 (FIG. 21). Actuation assembly 500 includes a compressor assembly 502 which includes a compressor 504, a compressor intake 506, an air dryer 508, and a valve 510 fluidly accessible intermediate the compressor 504 and the air dryer 508. Actuation assembly 500 includes a tank 512 and a one-way check valve 514 coupled between compressor assembly 502 and tank 512. A valve block 516 includes a valve 518, a valve 520, a valve 522, and a valve 524.Actuation assembly 500 includes the auxiliary' air system 454 and a one-way check valve 528 coupled intermediate each of auxiliary air system 454, valve 524, and compressor assembly 502. Actuation assembly 500 further includes actuator 300 and a valve 530 coupled between actuator 300 and atmosphere 325. In embodiments, valve 530 is positioned external to the valve block 516.

[0141] In embodiments, valve 510 is a normally-closed valve, valve 518 is a normally-closed valve, valve 520 is a normally-closed valve, valve 522 is a normally-closed valve, valve 524 is a normally-closed valve, and valve 530 is a normally-open valve.

[0142] Referring to FIG. 21, in embodiments, controller 314 is operable to control one or more of valves 518, 520, 522, 524, 530 to operate actuation assembly 500 between a plurality of discrete states. Valves 514, 528 are passive valves which restrict movement of air to a first direction. In a first state, valve 510 remains unactuated (e g., unenergized) in the closed state, compressor assembly 502 is turned to an on-state, and air passes through the one-way check valve 514 to the tank 512. In a second state, valve 518 and one or both of valves 520, 522 are actuated (e.g.. energized) to an open state and air can flow from tank 512 into actuator 300. In a third state, one or both of valves520, 522, valve 524, and valve 510 are actuated (e.g., energized) to an open state and air can flow from actuator 300, through one or both of valves 520, 522. 524, and oneway valve 528 to air dryer 508. Air flows through air dryer 508 and valve 510 to atmosphere 325 and dries or refreshes the desiccant within air dryer 508. In a fourth state, each of valves 510, 518, 524 is actuated (e.g., energized) to an open state and air can flow from tank 512, through valves 518, 524, and one-way valve 528 to air dryer 508. Air flows through air dryer 508 and valve 510 to atmosphere 325 and dries or refreshes the desiccant within air dryer 508.

[0143] Still referring to FIG. 21, in a fifth state, an event such as a power-loss event occurs and the valves return to their default state. In the default state, valve 530 remains in an open state and actuator 300 exhausts or vents air to the atmosphere 325. In a sixth state where valves retain power, valves 518 and 522 may be actuated (e.g., energized) to allow tank 512 and actuator 300 to exhaust or vent to atmosphere 325 simultaneously.

[0144] Referring now to FIG. 22. additional embodiments of actuation system 312 are provided, including actuation assembly 500'. Actuation assembly 500' is substantially similar to actuation assembly 500 and includes compressor assembly 502 which includes compressor 504, compressor intake 506, air dry er 508, and valve 510 positioned intermediate the compressor 504 and the air dryer 508. Actuation assembly 500' includes tank 512 and one-way check valve 514 coupled between compressor assembly 502 and tank 512. Valve block 516 includes valve 518, valve 520, a valve 522', valve 524, and a valve 526'. Actuation assembly 500' includes auxiliary' air system 454, a one-way check valve 528 coupled intermediate each of auxiliary air system 454, valve 524, and compressor assembly 502. Actuation assembly 500' further includes actuator 300 coupled to one or both of valves 520, 522'. In embodiments, valve 526' is a valve fluidly coupled to atmosphere 325.

[0145] In embodiments, valve 510 is a normally-closed valve, valve 518 is a normally-closed valve, valve 520 is a normally-closed valve, valve 522' is a normally-open valve, valve 524 is a normally-closed valve, and valve 526' is a normally-open valve.

[0146] Referring still to FIG. 22, in embodiments, controller 314 is operable to control one or more of valves 518. 520, 522', 524, 526' to operate actuation assembly 500' between a plurality of discrete states. Valves 514, 528 are passive valves which restrict movement of air to a first direction. In a first state, valve 510 remainsunactuated (e.g., unenergized) in a closed state, compressor assembly 502 is turned to an on-state, and air passes through the one-way check valve 514 to the tank 512. In a second state, valve 518 and one or both of valves 520, 522' are actuated (e.g., energized) to an open state and air can flow from tank 512 into actuator 300. In a third state, one or both of valves 520, 522', valve 524, and valve 510 are actuated (e.g., energized) to an open state and air can flow from actuator 300, through one or both of valves 520, 522', 524, and one-way valve 528 to air dryer 508. Air flows through air dryer 508 and valve 510 to atmosphere 325 and dries or refreshes the desiccant within air dryer 508. In a fourth state, each of valves 510, 518, 524 is actuated (e.g., energized) to an open state and air can flow from tank 512, through valves 518, 524, and one-way valve 528 to air dryer 508. Air flows through air dryer 508 and valve 510 to atmosphere 325 and dries or refreshes the desiccant within air dryer 508.

[0147] Still referring to FIG. 22, in a fifth state, an event such as a power-loss event occurs and the valves return to their default state. In the default state, valves 522', 526' remain in an open state and actuator 300 exhausts or vents air to the atmosphere 325. In a sixth state where valves retain power, valve 518 may be actuated (e.g., energized) to allow tank 512 and actuator 300 to exhaust or vent to atmosphere 325 simultaneously.

[0148] Referring now to FIG. 23, additional embodiments of actuation system 312 are provided, including actuation assembly 530. Actuation assembly 530 includes a compressor assembly 532 which includes a compressor 534, a compressor intake 536, an air dryer 538, and a valve 540 positioned intermediate the compressor 534 and the air dryer 538. Actuation assembly 530 includes a tank 542. Valve block 544 includes a valve 546, a valve 548, a valve 550, a valve 552, and a valve 554. Actuation assembly 530 includes auxiliary air system 454 coupled to valve 552. Actuation assembly 530 further includes actuator 300 coupled to one or both of valves 546, 550. In embodiments, valve 554 is a valve fluidly coupled to atmosphere 325. In embodiments, actuation assembly 530 includes a first pressure valve 556 and a second pressure valve 558 coupled adjacent actuator 300. In embodiments, pressure valves 556, 558 are coupled to relays (not shown) which are capable of actuation of valves 550, 554.

[0149] In embodiments, valve 540 is a normally-closed valve, valve 546 is a normally-closed valve, valve 548 is a normally-closed valve, valve 550 is a normally-closed valve, valve 552 is a normally-closed valve, and valve 554 is a normally-closed valve.

[0150] Referring still to FIG. 23, in embodiments, controller 314 is operable to control one or more of valves 540, 546, 548, 550, 552, 554 to operate actuation assembly 530 between a plurality of discrete states. In a first state, valve 540 is actuated (e.g., energized) to an open state, valve 548 is actuated (e.g., energized) to an open state, compressor assembly 532 is turned to an on-state, and air passes through valve 548 to tank 542. In a second state, one or both of valves 546, 550 are actuated (e.g., energized) to an open state and air can flow from tank 542 into actuator 300. In a third state, one or both of valves 546, 550 and valve 540 are actuated (e g., energized) to an open state and air can flow from actuator 300, through one or both of valves 546, 550, to air dryer 538. Air flows through air dryer 538 and valve 540 to atmosphere 325 and dries or refreshes the desiccant within air dryer 538. In a fourth state, each of valves 540, 548 is actuated (e.g., energized) to an open state and air can flow from tank 542, through valve 548 to air dryer 538. Air flows through air dryer 538 and valve 540 to atmosphere 325 and dries or refreshes the desiccant within air dryer 538.

[0151] Still referring to FIG. 23, in a fifth state, an event such as a power-loss event occurs and the valves return to their default state. In the default state, valves 550, 554 remain closed. In the event of a power-loss event, pressure valves 556, 558 operate with relays (not shown) to maintain valves 550, 554 in an actuated (e.g., energized) state until the pressure level of actuator 300 falls below a predetermined threshold, that is, actuator 300 exhausts or vents air to the atmosphere 325. In a sixth state where valves retain power, valves 548, 550, 554 may be actuated (e.g., energized) to allow tank 542 and actuator 300 to exhaust or vent to atmosphere 325 simultaneously.

[0152] In embodiments, the actuation assemblies of FIGS. 12A-23 are operable according to discrete operating states as described above. In various embodiments, the operating states described herein with respect to a single actuation assembly may be used in any of the actuation assemblies described herein. In embodiments, the various states described herein (e.g., first state, second state, ...) may be completed simultaneously. For example, in reference to actuation assembly 430 (FIGS. 15A-17), the first state (FIG. 15 A) may be completed at the same time as the fourth state (FIG.15D). That is, in embodiments, compressor assembly 432 may fill tank 442 at the same time that actuator 300 exhausts or vents air to atmosphere 325.

[0153] Referring now to FIG. 24, controller 314 is operably coupled to a plurality of components including one or more temperature sensors 150 which may measure an ambient temperature, a temperature of compressor 318, valve block 315, valves 316, aportion of valves 316, actuator 300, or other components of actuation system 312. Controller 314 is operably coupled with one or more pressure sensors 152 (e.g., pressure sensors 456, 458, 460, 462) which may be used to measure the air pressure within tank 320, actuator 300, or auxiliary air system 454. Controller 314 is operably coupled with a gear sensor 154 which determines a current selected gear of shiftable transmission 74 of vehicle 2. In embodiments, gear sensor 154 is capable of determining a Park gear, a High gear, a Low gear, a Reverse gear, and a Neutral gear. In embodiments, gear sensor 154 is capable of determining a Park gear, first gear, second gear, third gear, fourth gear, fifth gear, Reverse gear, and additional gears. Controller 314 is operably coupled to one or more speed sensors 156 which may determine one or more of vehicle speed, engine speed, and wheel speed. In embodiments, controller 314 is operably coupled to a current sensor which may measure a current at valves 316, compressor 318, a battery or power source (not shown), or other components of actuation system 312 or vehicle 2. In embodiments, controller 314 is operably coupled to a voltage sensor 160 which may measure a voltage at valves 316, compressor 318, or battery or power source, or other components of actuation system 312 or vehicle 2. In embodiments, controller 314 is operably coupled to a humidity sensor 162 which measures a humidity within actuation system 312. In embodiments, humidity sensor 162 measures a humidity within valve block 315, within compressor 318. within air dryer 319. or within actuator 300. In embodiments, controller 314 is operably coupled to a user input 1 4 and a throttle input 166. In embodiments, user input 164 is positioned on dashboard 30 within operator area 20 and throttle input 166 is a user- actuatable input accessible by a user within operator area 20.

[0154] In embodiments, controller 314 is operably coupled to a user interface 168. User interface 168 may be a display, a mobile device, a computer, or another type of user device. In embodiments, user interface 168 is supported by the frame assembly 10, 19 of vehicle 2. In embodiments, user interface 168 is positioned to be actuatable by one or more of an operator and passenger of vehicle 2. In embodiments, user interface 168 is supported by dashboard 30.

[0155] Referring still to FIG. 24, controller 314 is operably coupled to valves 316 and compressor 318. Controller 314 is operably coupled to each of valves 316 which are a part of valve block 315 and valves 316 which are external to valve block 315. In embodiments, valves 316 include a coil 316A surrounding an armature 316B, andcontroller 314 may provide a current to coil 316A to move armature 316B within coil 316A. Referring to FIGS. 25A-25B. each armature 316B may move upwardly and downwardly within valve block 315 to obstruct or allow air to flow past armature 316B to additional valves within valve block 315. As shown in FIG. 25B, valve A is shown in a partially open condition, or a transition state between open and closed, valve B is shown in an open condition, and valve C is shown in a closed condition. In embodiments, valve block 315 includes a solenoid 317 separate from valves 316 which may be used to heat or warm valves 316.

[0156] Referring now to FIG. 26, a method 600 may be utilized to assist in keeping valves unfrozen. Actuation system 312 may build up moisture from ambient air during operation and during low temperature use, moisture buildup may freeze within valve block 315, which may inhibit operation of valves 316. Solenoids 316A, 317 may be used to generate heat within valve block 315 to unfreeze valves 316 and allow' free movement of valves (e.g., armature 316B within solenoid coil 316A).

[0157] Referring still to FIG. 26, method 600 may start when vehicle 2 is turned on, as represented by block 602. Controller 314 is operable to run a test on valves 316 as represented by block 604. The test on valves 316 may include actuating (e.g., energizing) the valves 316 in a particular order, and based on measured pressure by pressure sensors 152 (e.g., pressure sensors 456, 458, 460, 462), controller 314 may determine which valves 316 are stuck (e.g., remained unactuated during the test in block 604), as represented by block 606. If none of valves 316 are stuck, controller 314 is operable to send a notification to user interface 168 indicating that actuation system 312 is available to operate, as indicated in block 614. If one or more valves 316 are determined to be stuck (e.g.. remained unactuated during test in block 604), controller 314 is operable to provide power (e.g., a current) to one or more solenoids 316A, 317 within valve block 315 as indicated by block 608. In embodiments, power (e.g., current) is provided to the solenoid coil 316A of the corresponding stuck valve 316. That is, for example with reference to FIG. 25B, armature 316B of valve A may be stuck within solenoid coil 316A of valve A, and controller 314 is operable to provide power (e g., a current) to solenoid coil 316A of valve A to warm the valve A and the surrounding area, which will assist in unsticking (e.g., unfreezing) the valve A. In embodiments, power (e.g., current) is provided to the solenoid coil 316A of an adjacent valve 316. That is. for example with reference to FIG. 25B. armature 316B of valve A may be stuck within solenoid coil 316A of valve A, and controller 314 is operable toprovide power (e.g., a current) to solenoid coil 316A of valve B to warm the surrounding area, which will assist in unsticking (e.g., unfreezing) the valve A. In embodiments, controller 314 is operable to provide power to solenoid 317 to warm the entire valve block 315.

[0158] Still referring to FIG. 26, at the same time or after providing power to solenoids as indicated by block 608. controller 314 is operable to send a notification to the user interface 168 indicating that actuation system 312 is unavailable for use as indicated by block 610. Controller 314 may execute a time delay, as represented by block 612, and return to block 604 to re-test the valves 316 and complete method 600 until valves 316 have been unstuck.

[0159] Referring now to FIG. 26A. a method 601 may be utilized to warm valves 316 within valve block 315 and to dither valves 316 to assist in freeing valves 316 that may be stuck or frozen. Method 601 represents a more detailed embodiment of valve warm-up and unsticking than method 600, and in embodiments, method 601 may be used in place of or in addition to method 600. In embodiments, the dithering of valves 316 as described in method 601 may be more effective at freeing stuck or frozen valves 316 than warming alone. Notably, the dithering steps of method 601 may be performed even when tank 320 is pressurized, by selectively choosing which valves 316 are dithered in each step such that no open flow path exists between the pressurized tank 320 and actuator 300 during the dithering process. This selective valve dithering approach is one reason that method 601 employs a multi-step dithering process, as further described herein — different subsets of valves 316 are dithered in successive steps, allowing all valves 316 within valve block 315 to be dithered across the successive steps without ever creating an unintended flow path between tank 320 and actuator 300.

[0160] Referring still to FIG. 26A, method 601 may start when vehicle 2 is turned on, as represented by decision block 603. Controller 314 is operable to determine whether one or more entry conditions are satisfied, including engine operational status, battery voltage, transmission mode, and other applicable system states. If each of the entry conditions is satisfied, controller 314 is operable to proceed to decision block 605. If one or more of the entry conditions are not satisfied, controller 314 is operable to proceed to block 625, wherein actuation system 312 is indicated as unavailable and no pneumatic assist is provided to CVT 100 during the keyed session.

[0161] Referring still to FIG. 26A, as indicated by decision block 605. controller 314 is operable to determine whether a tank pressure release configuration is set. If the tank pressure release configuration is set, controller 314 is operable to proceed to block 607 to release tank pressure prior to the valve warm-up and dithering sequence. If the tank pressure release configuration is not set, controller 314 is operable to proceed directly to block 611 to release manifold pressure.

[0162] As indicated by block 607, controller 314 is operable to actuate one or more valves 316 to bleed or release pressure within tank 320 and to reset and increment a tank pressure timeout timer each sample period. If the timer exceeds a timeout threshold prior to the tank pressure reaching the minimum threshold, controller 314 is operable to proceed to block 625, wherein thereafter no pneumatic assist is provided to CVT 100 during the keyed session. Upon initiating the pressure release, controller 314 is operable to proceed to decision block 609. As indicated by decision block 609, controller 314 is operable to monitor the pressure within tank 320 via one or more pressure sensors 152 (e.g., pressure sensors 456, 458, 460, 462) and determine whether the pressure within tank 320 is at or below a minimum tank pressure threshold. If the pressure within tank 320 is above the minimum tank pressure threshold, controller 314 is operable to return to block 607 and continue releasing tank pressure. If the pressure within tank 320 is at or below the minimum tank pressure threshold, controller 314 is operable to proceed to block 611.

[0163] As indicated by block 611 , controller 314 is operable to actuate one or more valves 316 to bleed or release pressure within the manifold of valve block 315 and to reset and increment a manifold pressure timeout timer each sample period. If the timer exceeds a timeout threshold prior to the manifold pressure reaching the minimum threshold, controller 314 is operable to proceed to block 625, wfterein thereafter no pneumatic assist is provided to CVT 100 during the keyed session. Controller 314 is operable to monitor the manifold pressure via one or more pressure sensors 152 and proceed to decision block 613. As indicated by decision block 613, controller 314 is operable to determine whether the manifold pressure is at or below a minimum manifold pressure threshold. If the manifold pressure is above the minimum manifold pressure threshold, controller 314 is operable to return to block 611 and continue releasing manifold pressure. If the manifold pressure is at or below the minimum manifold pressure threshold, controller 314 is operable to proceed to decision block 615.

[0164] Referring still to FIG. 26A, as indicated by decision block 615. controller 314 is operable to determine whether valve block 315 is already warm — for example, based upon a temperature sensor reading from one or more temperature sensors 150 or a prior warm-up flag stored in memory. If valve block 315 is already warm, controller 314 is operable to proceed directly to block 617, bypassing the valve warm-up and dithering steps. As indicated by block 617, controller 314 is operable to release manifold pressure within valve block 315 to ensure that the manifold is at or below the minimum manifold pressure threshold upon completion of method 601. Upon completion of block 617, controller 314 is operable to proceed to block 627, wherein actuation system 312 is indicated as available and method 601 is recorded as completed successfully.

[0165] Referring still to FIG. 26A, if valve block 315 is not already warm at decision block 615, controller 314 is operable to proceed to block 619. As indicated by block 619, controller 314 is operable to execute a first valve warm-up step by providing power (e.g., a current) to a calibratable selection of valves 316 for a first predetermined warm-up period. In embodiments, power is provided to solenoid coils 316A of one or more valves 316, or to solenoid 317, to generate heat within valve block 315 and warm valves 316. Upon completion of the first valve warm-up step, controller 314 is operable to proceed to decision block 621. As indicated by decision block 621, controller 314 is operable to determine whether a dither bypass configuration is set for the first dither step. If the dither bypass configuration is set, controller 314 is operable to proceed directly to decision block 631, bypassing block 623. If the dither bypass configuration is not set, controller 314 is operable to proceed to block 623.

[0166] As indicated by block 623, controller 314 is operable to execute a first dither step by alternately energizing and de-energizing a calibratable selection of valves 316 at a calibratable duty cycle and a calibratable frequency. In embodiments, the calibratable frequency is about 4 Hz. The calibratable selection of valves 316 dithered during the first dither step is specifically chosen such that the tank valve (e g., valve 446 of actuation assembly 430) remains in its closed state throughout the first dither step, thereby isolating tank 320 from actuator 300 and ensuring that no open flow path exists between the pressurized tank 320 and actuator 300 during the first dither step. In this way, the first dither step may dither the actuator-side valves of valve block 315 (e.g.. valve 448 and valve 450 of actuation assembly 430) while tank 320 remains pressurized, without risk of unintended pressurization of actuator 300. Uponcompletion of the first dither step, controller 314 is operable to proceed to decision block 631.

[0167] Referring still to FIG. 26A, as indicated by decision block 631, controller 314 is operable to determine whether a two-step bypass configuration is set. If the two-step bypass configuration is set, controller 314 is operable to proceed directly to block 617, bypassing the second valve warm-up and second dither steps. If the two-step bypass configuration is not set, controller 314 is operable to proceed to block 633. As indicated by block 633, controller 314 is operable to execute a second valve warm-up step by providing power (e.g., a current) to a calibratable selection of valves 316 for a second predetermined warm-up period. In embodiments, power is provided to solenoid coils 316A of one or more valves 316. or to solenoid 317. to generate heat within valve block 315 and warm valves 316. Upon completion of the second valve warm-up step, controller 314 is operable to proceed to decision block 635. As indicated by decision block 635, controller 314 is operable to determine whether a dither bypass configuration is set for the second dither step. If the dither bypass configuration is set, controller 314 is operable to proceed directly to block 617, bypassing block 637. If the dither bypass configuration is not set, controller 314 is operable to proceed to block 637.

[0168] As indicated by block 637, controller 314 is operable to execute a second dither step by alternately energizing and de-energizing a calibratable selection of valves 316 at a calibratable duty cycle and a calibratable frequency. In embodiments, the calibratable frequency is about 4 Hz. The calibratable selection of valves 316 dithered during the second dither step differs from the selection dithered in the first dither step and is specifically chosen to complement the first dither step: the actuator-side valve (e.g., valve 448 of actuation assembly 430) remains in its closed state throughout the second dither step, while the tank-side valve (e.g., valve 446 of actuation assembly 430) is among the valves that are dithered. This arrangement ensures that no open flow path exists between the pressurized tank 320 and actuator 300 during the second dither step, even as the tank valve is being dithered. Taken together, the first and second dither steps allow all valves 316 within valve block 315 to be dithered across the two successive steps without ever creating an open flow path between tank 320 and actuator 300, which is one reason that method 601 employs a multi-step dithering process. Upon completion of block 637, controller 314 is operable to proceed to block 617 to releasemanifold pressure, and thereafter to block 627 to indicate that actuation system 312 is available and that method 601 has completed successfully.

[0169] Referring still to FIG. 26A, as indicated by block 625, if one or more entry conditions are not satisfied at decision block 603, or if a timeout threshold is exceeded during the tank pressure release step of block 607 or the manifold pressure release step of block 611, controller 314 is operable to send a notification to user interface 168 indicating that actuation system 312 is unavailable and to clear the valve warm-up active condition. In this state, no pneumatic assist is provided to CVT 100 during the keyed session. As indicated by block 627, upon successful completion of the warm-up and dithering sequence and the final manifold pressure release of block 617, controller 314 is operable to send a notification to user interface 168 indicating that actuation system 312 is available to operate and to clear the valve warm-up active condition.

[0170] Referring now to FIG. 27, controller 314 operates according to a method 620 during operation of vehicle 2. Controller 314 is operable to monitor an ambient temperature by an ambient temperature sensor (e.g., 150) and determine if the ambient temperature is below a threshold temperature as indicated in block 622. This may be a continuous determination step, and if the ambient temperature is below the threshold temperature, controller 314 is operable to provide power to one or more solenoids 316A, 317. as indicated by block 624. In embodiments, the threshold temperature is 32 degrees Fahrenheit. In embodiments, the threshold temperature is less than 32 degrees Fahrenheit. In embodiments, the threshold temperature is less than 25 degrees Fahrenheit. In embodiments, the threshold temperature is less than 15 degrees Fahrenheit. In embodiments, the threshold temperature is less than 0 degrees Fahrenheit.

[0171] Referring still to FIG. 27, controller 314 is operable to provide power to the one or more solenoids 316A, 317 by a duty cycle (e.g., powered-on for a first period of time followed by being powered-off for a second period of time).

[0172] Referring now to FIG. 28, controller 314 operates according to a method 630 when vehicle 2 is turned on as indicated by block 632. Controller 314 is operable to determine the tank pressure of tank 320 by one or more pressure sensors 152 (e.g., pressure sensors 456, 458, 460, 462). If the pressure within tank 320 is greater than a first threshold, as indicated by block 636, controller 314 is operable to provide a notification to the user that actuation system 312 is available for use, as indicated in block 638. If the pressure within tank 320 is less than the first threshold, as indicated byblock 636, controller 314 is operable to alter the compressor 318 to an on-state to fill the tank 320 with pressurized air, as indicated by block 640. Controller 314 is operable to continuously operate according to method 630 to ensure that tank 320 has sufficient pressure to operate actuation system 312 or indicate to the operator that actuation system 312 is unavailable. In embodiments, the threshold pressure from block 636 is approximately 8.5 bar. In embodiments, the threshold pressure from block 636 is greater than 8.5 bar. In embodiments, the threshold pressure from block 636 is less than 8.5 bar.

[0173] Referring now to FIG. 29, controller 314 is operable according to a method 642 when vehicle 2 is turned off (e.g., keyed off), as indicated by block 644. Controller 314 is operable to execute a time delay, as indicated by block 646, and after the time delay vent the actuator 300 and tank 320 through the air dryer 319. The time delay may be approximately 5 minutes, which provides sufficient time for an operator to restart the vehicle during frequent usage (i.e., frequent start-stop scenarios) and still have operating pressure within tank 320. Controller 314 is operable to vent the actuator 300 and tank 320 through the air dryer 319 to utilize exhaust air from actuation system 312 to dry or refresh the desiccant within air dryer 319 and to dry out actuation system 312 prior to vehicle 2 being in an off-state for a prolonged period of time.

[0174] Referring now to FIG. 30, controller 314 is operable according to a method 650 when a gear shift is requested, as indicated by block 652. The gear shift may be a gear shift request from an operator to go from a first gear (e.g., High gear or first gear) to a second gear (e.g., Low gear or second gear). In embodiments, the gear shift request may be from a controller (e.g., controller 314). In embodiments, controller 314 may determine the gear shift request by monitoring gear sensor 154. Controller 314 is operable to monitor engine speed sensor 156 and determine that the engine speed is greater than a threshold engine speed, as indicated by block 654, and subsequently not alter or move the actuator 300, as indicated by block 656. Controller 314 may also provide a notification to the user interface 168 that the vehicle gear shift is not available, as indicated by block 658. A gear shift is prohibited when engine speed is higher than the threshold to protect components of pow ertrain 70 and components of actuator 300 and actuation system 312. Controller 314 is operable to monitor engine speed sensor 156 and determine that the engine speed is less than the threshold engine speed, as indicated by block 660, and subsequently alter or move the actuator 300 in accordance with the requested gear shift, as indicated by block 662. Controller 314 mayalso provide a notification to the user interface 168 that the vehicle gear shift is available, as indicated by block 664.

[0175] Referring still to FIG. 30, method 650 may be operable with actuator 300 on CVT 100. In embodiments, method 650 may be operable with other types of CVTs such as steel belt CVTs, electronically controlled CVTs (eCVTs), or other types of CVTs. Additional details regarding a steel belt CVT may be found in U.S. Patent No.12,214,664, issued February 4, 2025, the complete disclosure of which is expressly- incorporated herein by' reference. Additional details regarding an eCVT may be found in U.S. Application No. 17 / 587,486, filed January- 28, 2022, the complete disclosure of which is expressly incorporated herein by reference.

[0176] Referring now to FIG. 31. controller 314 is operable according to a method 670 when it is desired to vent actuator 300, as indicated by block 672. Actuator 300 may be vented when moveable sheave 120 is to be moved or spaced further from stationary- sheave 122. Controller 314 is operable to vent actuator 300 in one or more discrete ways to maximize the use of exhaust air from actuator 300. That is, if possible, controller 314 uses exhaust air from actuator 300 to flow through air dryer 319 to dry or refresh desiccant within air dryer 319. Controller 314 is operable to monitor pressure sensors 152 (e.g., pressure sensors 456, 458, 460, 462) to determine a pressure within tank 320. If the pressure is below a threshold (e g., 8.5 bar), compressor 318 is turned to an on-state (e.g.. similar to method 630) to fill tank 320 with pressurized air, and actuator 300 is vented independently of the air dryer (e.g., to atmosphere; fourth state of actuation assembly 430 (FIG. 15D)), as indicated by block 676. If the pressure is above a threshold (e.g., 8.5 bar), compressor 318 is turned to an off-state (e.g., similar to method 630) and actuator 300 is vented through the air dryer 319 to dry or refresh the desiccant within air dryer 319 (e.g., through air dryer 319 to atmosphere 325; third state of actuation assembly 430 (FIG. 15C)), as indicated by block 678.

[0177] Referring now to FIG. 32, controller 314 is operable according to a method 680 when a power loss event occurs, as indicated by block 682. Controller 314 is operable to vent the actuator 300 according to any of the methods described herein (e.g., to atmosphere; fourth state of actuation assembly 430 (FIG. 15D)).

[0178] Referring now to FIG. 33, controller 314 is operable according to a method 700 when auxiliary- air is requested (e.g., to auxiliary air system 454), as indicated by¬ block 702. The auxiliary air request may be received from an input to user input 164, controller 314, or another input. Controller 314 may, in response to the auxiliary airrequest, determine from gear sensor 154 if the shiftable transmission 74 is in a Park gear or a Neutral gear, as indicated by block 704. Controller 314 is operable to determine that shiftable transmission 74 is not in the Park gear or Neutral gear and close the auxiliary air valve (e.g., auxiliary air valve 452 of actuation assembly 430), as indicated by block 706, and method 700 returns to block 702. Controller 314 is operable to determine that shiftable transmission 74 is in the Park gear or Neutral gear and also determine, by the pressure sensors 152 (e.g., pressure sensors 456, 458, 460, 462), the tank pressure of tank 320, as indicated by block 708. Controller 314 is operable to determine that tank pressure is less than the threshold (e.g., 8.5 bar) and close the auxiliary air valve (e g., auxiliary' air valve 452 of actuation assembly 430). as indicated by block 706. Controller 314 is operable to determine that tank pressure is greater than the threshold (e.g., 8.5 bar) and open the auxiliary air valve (e.g., auxiliary' air valve 452 of actuation assembly 430), as indicated by block 710, and provide pressurized air to auxiliary air system 454.

[0179] Referring now to FIG. 34. controller 314 is operable according to a method 712 when auxiliary' air is requested (e.g., to auxiliary air system 454), as indicated by block 714. The auxiliary' air request may be received from an input to user input 164, controller 314, or another input. Controller 314 may, in response to the auxiliary' air request, determine from speed sensor 156 if one or more of engine speed, vehicle speed, or wheel speed is less than a threshold, as indicated by block 716. Controller 314 is operable to determine that the speed measured by speed sensor 156 is greater than the threshold (e.g., vehicle speed greater than 5 mph) and close the auxiliary air valve (e.g., auxiliary air valve 452 of actuation assembly 430), as indicated by block 718, and method 712 returns to block 714. Controller 314 is operable to determine that the speed measured by speed sensor 156 is less than the threshold (e.g., vehicle speed less than 5 mph) and also determine, by the pressure sensors 152 (e.g., pressure sensors 456, 458, 460, 462), the tank pressure of tank 320, as indicated by block 720. Controller 314 is operable to determine that tank pressure is less than the threshold (e.g., 8.5 bar) and close the auxiliary air valve (e.g., auxiliary air valve 452 of actuation assembly 430). as indicated by block 718. Controller 314 is operable to determine that tank pressure is greater than the threshold (e.g., 8.5 bar) and open the auxiliary' air valve (e.g., auxiliary' air valve 452 of actuation assembly 430), as indicated by block 722, and provide pressurized air to auxiliary air system 454.

[0180] Referring now to FIG. 35, actuation system 312 may include a valve 730 with four ports 732, 734, 736, 738. In embodiments, port 732 is fluidly coupled to tank 320, port 734 is fluidly coupled to atmosphere 325, port 736 is fluidly coupled to actuator 300, and port 738 is fluidly coupled to a deadhead 740. In embodiments, ports 732, 734, 736, 738 are selectively coupled to each other by a solenoid valve 742. Controller 314 is operable to control the solenoid valve 742 between a plurality of positions which controls the fluid connection between ports.

[0181] Referring now to FIGS. 36A-36D, a controller (e g., controller 314) is operable to control CVT 100 according to a spin bum prevention method. During operation, belt 116 may overspin within drive clutch 110 and driven clutch 112 when the speed of the belt is greater than the speed of one or more of the drive clutch 110 and the driven clutch 112. Controller 314 may detect or determine an overspin or spin bum event and alter actuator 300 to mitigate or prevent damage caused by the overspin or spin bum event.

[0182] Referring to FIG. 36A, controller 314 is operable according to a control diagram 750 which determines an operating mode target base pressure 752. Controller 314 is operably coupled to one or more sensors or inputs 754. Sensors 754 may be representative of physical sensors supported by vehicle 2 or may also be inputs which are monitored and filtered or calculated by a controller (e g., controller 314) based on values from a sensor. Sensors or inputs 754 include a throttle sensor 756. a vehicle speed sensor 758, a transmission output speed sensor 760, a gear position sensor 762, an engine speed sensor 764 which may operate substantially similar to a transmission input speed sensor, an engine target speed input 766, a drive mode input 768, an ambient pressure sensor 770, an engine clutch torque input 772, an engine coolant temperature 771, an acceleration sensor 773 (e.g., accelerometer, inertial measurement unit (IMU), gyroscope, etc.), and a brake sensor 769. In embodiments, vehicle acceleration is determined based upon acceleration sensor 773. In embodiments, vehicle acceleration is derived from monitoring vehicle speed 758 (i.e.. vehicle acceleration is the derivative of vehicle speed 758).

[0183] Referring still to FIG. 36A, controller 314 is operable to determine a transmission mode 774 based upon transmission mode logic 776. In embodiments, transmission modes include a launch operating mode 778, a ratio operating mode 780, and a roll away operating mode 782. Transmission modes 774 may be associated with varied operating parameters such as target pressures for actuator 300, throttle maps,braking maps, gear ratio maps, suspension maps, steering maps, or other operating parameters of vehicle subsystems of vehicle 2. The launch operating mode 778 may represent the vehicle starting operation from a standstill, that is, if the transmission output speed 760 is greater than a launch transmission output speed threshold or the throttle sensor 756 is greater than a throttle threshold, as indicated by block 784, transmission mode 774 is in the launch mode 778. The ratio operating mode 780 may represent the vehicle operating in a normal operating mode (e.g., cruising) such that controller 314 is frequently altering the gear ratio of CVT 100 to be operating at an optimal state. That is, if the transmission output speed 760 is greater than a ratio transmission output speed threshold or the throttle sensor 756 is greater than a throttle threshold, as indicated by block 786, transmission mode 774 is in the ratio mode 780. In embodiments, the provided thresholds within block 786 are greater than the provided thresholds within block 784. Controller 314 may continuously monitor sensors 754 and determine that transmission mode 774 is in the launch mode 778 or the ratio mode 780 and may alter the state based upon the value of sensors or inputs 754 changing. That is, controller 314 may alter the transmission mode 774 from the launch mode 778 to the ratio mode 780 as the sensors or inputs 754 (e.g., throttle 756 and transmission output speed 760) pass the respective thresholds. Similarly, as throttle 756 or transmission output speed 760 decrease, controller 314 may alter the transmission mode from the ratio mode 780 to the launch mode 778. In embodiments, the roll away transmission mode 782 may be indicated when the roll away detection logic 788 is satisfied.

[0184] Referring now to FIG. 36B, roll away detection logic 788 includes a logic block 790, which when satisfied, determines that the transmission mode 774 is in the roll away mode 782. Block 790 includes determining if the throttle input 756 is less than a throttle threshold, as indicated by a block 792, determining if the vehicle speed 758 is greater than a vehicle speed threshold, as indicated by a block 794, determining if the vehicle acceleration is greater than an acceleration threshold, as indicated by a block 796, determining the engine speed is greater than an engine speed threshold, as indicated by a block 798, and determining the engine clutch torque is less than an engine clutch torque threshold, as indicated by a block 800. In embodiments, the vehicle acceleration is normalized to be an absolute value to be compared to the acceleration threshold in block 796, which allows roll away detection logic 788 to work when vehicle 2 is moving in a forward direction and a reverse direction.

[0185] Referring still to FIG. 36B, logic 790 is satisfied when each of blocks 792, 794, 796, 798, 800 is satisfied at the same time. In embodiments, logic 790 is satisfied when a portion of blocks 792, 794, 796, 798, 800 is satisfied at the same time. In embodiments, logic 790 is satisfied when one of blocks 792, 794, 796, 798, 800 is satisfied at the same time.

[0186] Referring again to FIG. 36A, a plurality of pressure maps 804 are stored on memory (not shown) associated with a controller (e.g., controller 314). Pressure maps 804 are representative of an output pressure for operating actuator 300. Controller 314 is operable to determine a drive mode 802 based upon drive mode input 768. Drive mode input 768 may be a physical switch supported by vehicle 2 and accessible by an operator or passenger of vehicle 2 (e.g., on dashboard 30 or steering wheel 27). Drive mode input 768 may be a digital switch on user interface 168. Drive modes may include a first mode, a second mode, a third mode, a fourth mode, or more modes, that is, drive modes may include a standard mode, a comfort mode, a sport mode, and a tow / haul mode. In embodiments, the plurality of pressure maps 804 includes at least one pressure map associated with each drive mode. In embodiments, each transmission mode (e.g., launch, ratio, roll away) is associated with a separate set of pressure maps 804 for each drive mode 802. That is, the launch transmission mode 778 may include a first set of pressure maps 804 associated with the drive modes 802 while in the launch transmission mode 778, the ratio transmission mode 780 may include a second set of pressure maps 804 associated with the drive modes 802 while in the ratio transmission mode 780, and the roll aw ay transmission mode 782 may include a third set of pressure maps 804 associated with the drive modes 802 while in the roll away transmission mode 782. In embodiments, each drive mode 802 includes a separate pressure map 804 for a high gear and a low gear.

[0187] Referring now to FIG. 36F, for example, with three transmission modes 774 (e.g., launch, ratio, roll away), four drive modes 802, and two gears 762 (e.g., HIGH and LOW gears), controller 314 may operate according to 24 distinct pressure maps 804. In embodiments, controller 314 is operable according to a number of pressure maps 804 equal to the number of transmission modes 774 multiplied by the number of drive modes 802 and multiplied by the number of forward gears 762.

[0188] Referring still to FIG. 36A, controller 314 is operable to determine the correct pressure map 804 to reference based upon transmission mode 774, drive mode 802, and gear sensor 762, as indicated above. Controller 314 may further monitor oneor more of inputs 754 (e g., throttle sensor 756, vehicle speed 758, and engine clutch torque 772) and determine an output pressure target 752 from the pressure maps 804 based upon the one or more inputs 754. In embodiments, the pressure maps 804 provide a correction factor (not shown) which is multiplied by the ambient pressure 770 to provide the output pressure target 752.

[0189] Referring now to FIG. 36C, controller 314 is operable according to a control diagram 810 to determine a belt slip speed 812. A plurality of inputs 754 correspond to a plurality of belt slip maps 814, wherein each belt slip map 814 corresponds to a separate gear position 762. That is, a High gear has a first belt slip map, a Low gear has a second belt slip map, and a Reverse gear has a third belt slip map. In embodiments, the belt slip maps 814 provide a belt slip threshold 818 as an output based upon one or more inputs such as vehicle speed 758.

[0190] Referring still to FIG. 36C, the output of belt slip map 814 is subtracted from the current engine speed 764, as indicated by block 816. An output from block 816 may be one of a negative value, a zero value, or a positive value. Referring to FIG.36G, several examples are provided; these examples are non-exhaustive but are intended to illustrate an example of a negative value, a zero value, and a positive value. That is, a first engine speed 820 is positioned along the belt slip threshold 818 line, indicating that CVT 100 is about to experience an overspin or spin bum event. A second engine speed 822 is positioned below the belt slip threshold 818 line by a first difference 824, indicating that the engine speed 764 is less than the belt slip threshold 818 and belt 116 is not slipping and CVT 100 is not experiencing an overspin or spin bum event. A third engine speed 826 is positioned above the belt slip threshold 818 line, indicating that the engine speed 764 is greater than the belt slip threshold 818 and belt 116 is currently slipping and CVT 100 is experiencing an overspin or spin bum event. The resultant belt slip speed 812 is calculated from the output of block 816.

[0191] Referring now to FIG. 36D, controller 314 is operable to determine a belt slip energy 832 as indicated by a control diagram 830. Controller 314 is operable to determine a belt slip power 836 including a raw belt slip power 840 and an inertially compensated power 838. Raw belt slip power 840 is determined based upon a plurality of inputs 844 including engine clutch torque 772 and belt slip speed 812. In embodiments, an absolute value of the engine clutch torque 772 is multiplied by the belt slip speed 812 to calculate the raw belt slip power 840. The inertially compensated power 838 is determined based upon a plurality of inputs 842 including engine speed764 and the engine acceleration 765. In embodiments, an engine acceleration 765 is determined by an acceleration sensor. In embodiments, engine acceleration 765 is determined by taking a derivative of the engine speed 764. In embodiments, the engine acceleration 765 is filtered and multiplied by engine speed to determine an inertially compensated power 838 output of the engine. The belt slip power 836 is determined by subtracting the inertially compensated power 838 from the raw belt slip power 840. The belt slip power 836 is intended to be a measure of the amount of energy imparted into the belt 116 during an overspin or a spin bum event. The amount of energy imparted into the belt 116 during an overspin or a spin bum event, either discretely or cumulatively, may be representative of a damage imparted to the belt 116.

[0192] Referring still to FIG. 36D, a corrected belt slip power 834 is determined based upon each of the belt slip power 836 and one or more correction factors as indicated by block 846. Correction factors 846 include an engine temperature factor 848 and an engine speed factor 850. In embodiments, the engine temperature factor 848 is a normalized value based upon the engine coolant temperature 771. That is, the engine coolant temperature 771 may be filtered and compared to a map, and the normalized value is multiplied by the belt slip power 836 to calculate a corrected belt slip power 834. In embodiments, the outputted normalized value is zero below a coolant temperature threshold and anon-zero value above the coolant temperature threshold. In embodiments, the outputted normalized value is zero below the coolant temperature threshold and one above the coolant temperature threshold. In embodiments, the engine speed factor 850 is a normalized value based upon the engine speed 764. That is, the engine speed 764 may be filtered and compared to a map, and the normalized value is multiplied by the belt slip power 836 to calculate a corrected belt slip power 834. In embodiments, the outputted normalized value is zero below an engine speed threshold and a non-zero value above the engine speed threshold. In embodiments, the outputted normalized value is zero below the engine speed threshold and one above the engine speed threshold. In embodiments, the corrected belt slip power includes both the engine speed correction factor 850 and the engine coolant temperature correction factor 848. In embodiments, the corrected belt slip power includes one of the engine speed correction factor 850 and the engine coolant temperature correction factor 848. That is, when the engine coolant temperature is low (i.e. , below the coolant temperature threshold), the normalized engine coolant temperature correction factor 848 is zero, which negates the discrete corrected belt slippower (i.e., the value of block 834 is zero) because there is a low chance of damage occurring due to spin bum when the engine is cool. Further, when the engine speed is low (i.e., below the engine speed threshold), the normalized engine speed correction factor 850 is zero, which negates the discrete corrected belt slip power (i.e., the value of block 834 is zero) because there is a low chance of damage occurring due to spin bum when the engine speed is low.

[0193] Referring still to FIG. 36D, the instantaneous energy imparted into the belt 116 may be provided to an accumulator as represented by block 852 which continuously sums the result from corrected belt slip power 834. In embodiments, controller 314 is operable to monitor one or more external reset flags 854 which would negate the discrete value of the accumulator 852. The plurality of reset flags 854 may be triggered by one or more of an engine speed factor reset 850, a throttle reset 854A, and a vehicle speed reset 854B. In embodiments, the engine speed factor reset 850 is filtered through a debounce filter to reduce a frequency of the engine speed factor reset 850 resetting the accumulator value 852. That is, engine speed 764 may frequently spike to high values, and a debounce filter may be used to ensure that successive engine spikes do not reset the accumulator value 852, and rather, a single engine spike (i.e., a resetting engine speed factor 850) may reset the accumulator value 852 one time in a predetermined period of time. In embodiments, the predetermined period of time is 0.25 seconds. In embodiments, the predetermined period of time is less than 0.25 seconds. In embodiments, the predetermined period of time is greater than 0.25 seconds. If the engine speed factor 850 makes it through the debounce filter, the discrete value of the accumulator 852 is reset to zero, and the discrete value of the accumulator does not add to the overall belt slip energy value.

[0194] Referring still to FIG. 36D, the throttle reset flag 854A compares a throttle input 756 to a throttle reset threshold, and if the throttle input 756 is less than the throttle reset threshold, a reset flag is sent to accumulator 852 and the discrete value of the accumulator 852 is reset to zero. In embodiments, the throttle reset threshold is 0.5%. In embodiments, the throttle reset threshold is greater than 0.5%. In embodiments, the throttle reset threshold is less than 0.5%. In embodiments, the throttle reset flag 854A is filtered through a debounce filter to reduce the frequency with which the throttle reset flag resets the accumulator 852. In embodiments, the debounce time of the debounce filter for the throttle reset flag 854A is 2 seconds. In embodiments, the debounce time of the debounce filter for the throttle reset flag 854A is less than 2seconds. In embodiments, the debounce time of the debounce filter for the throttle reset flag 854A is greater than 2 seconds.

[0195] Referring still to FIG. 36D, the vehicle speed reset flag 854B compares the vehicle speed 758 to a vehicle speed reset threshold and a brake status from brake sensor 769, and if the vehicle speed 758 is less than the vehicle speed reset threshold and the brake status is a brake ON value, a reset flag is sent to accumulator 852 and the discrete value of the accumulator 852 is reset to zero. In embodiments, the vehicle speed reset threshold is 1 kilometer per hour (kph). In embodiments, the vehicle speed reset threshold is greater than 1 kilometer per hour (kph). In embodiments, the vehicle speed reset threshold is less than 1 kilometer per hour (kph). In embodiments, the vehicle speed reset flag 854B is filtered through a debounce filter to reduce the frequency with which the vehicle speed reset flag resets the accumulator 852. In embodiments, the debounce time of the debounce filter for the vehicle speed reset flag 854B is 2 seconds. In embodiments, the debounce time of the debounce filter for the vehicle speed reset flag 854B is less than 2 seconds. In embodiments, the debounce time of the debounce filter for the vehicle speed reset flag 854B is greater than 2 seconds.

[0196] Referring still to FIG. 36D, the accumulator 852 sums discrete values of the corrected belt slip power 834 (i.e., belt slip power 836 accounting for correction factors 846) and accounting for the external reset flags 854. In embodiments, the sum of the accumulator 852 is multiplied by a correction factor 856 to arrive at the overall belt slip energy 832. In embodiments, the correction factor is determined by a correction factor lookup table based upon throttle input 756 and vehicle speed 758.

[0197] Referring now to FIG. 36E, controller 314 is operable to determine a final target pressure 862 for actuator 300 using a control diagram 860. In embodiments, a multiplier function 886 receives inputs from a determined rate limited pressure target 864, a brake factor rate limited pressure target 868, a belt slip correction factor 874, and a belt slip pressure correction factor 880. The output from multiplier function 886 is a base target pressure which may be further modified by an adder function 890 and an adder table 888. In embodiments, the rate limited pressure target 864 determines a rate limited pressure target based upon the target pressure 752 (FIG. 36A) and the transmission mode 774, and filtering the output target pressure through a filter 866. In embodiments, the brake factor rate limited pressure target 868 is determined based upon an output of a braking table 870 which is based upon brake sensor 769. Inembodiments, the output of the braking table 870 is passed through a filter 872 to generate the brake factor rate limited pressure target 868. In embodiments, the belt slip correction factor 874 determines a correction factor based upon an output of one or more belt slip tables 876 which are based upon the belt slip speed 812 (FIG. 36C). The output of the belt slip tables 876 may be filtered through a filter 878 to generate the belt slip correction factor 874. In embodiments, the belt slip pressure correction factor 880 determines a correction factor based upon an output of one or more belt slip energy tables 882 which are based upon the belt slip energy 832 (FIG. 36D). The output of the belt slip energy' tables 882 may be filtered through a filter 884 to generate the belt slip correction factor 880.

[0198] Referring still to FIG. 36E, the output of the multiplier function 886 may be summed in the adder function 890 with an output from the belt slip pressure adder table 888. In embodiments, the belt slip pressure adder table 888 provides an output based upon an input belt slip energy 832. In embodiments, the output of one or more of the belt slip energy’ tables 882 is used as the input of the belt slip pressure adder table 888. The output of the multiplier function 886 is summed with the output of the belt slip pressure adder table 888 to arrive at a final pressure target 862 to be provided to the actuator 300. In embodiments, the output of the adder function 890 is filtered through a filter 892 to generate the final pressure target 862.

[0199] Referring now to FIGS. 37A and 37B, compressor 318 includes the compressor intake 321 and a compressor exhaust 323. A compressor clutch 324 is coupled to compressor 318. Compressor clutch 324 selectively couples and decouples compressor 318 with a power source (e.g., powertrain assembly 70). In embodiments, the compressor clutch 324 is an electromagnetic clutch. In embodiments, the compressor clutch 324 is an electronically controlled clutch. In embodiments, the compressor clutch 324 is another type of clutch. Compressor clutch 324 is communicably coupled to an electronic controller (e.g., controller 314). Controller 314 is operable to control the compressor clutch 324 by a pulse width modulation (PWM) signal.

[0200] Referring now to FIG. 37B, the pulse width modulation (PWM) signal is calculated by a method 900. Controller 314 is operable to monitor the vehicle speed 758, and if the vehicle speed is 0, as indicated by block 902, the clutch PWM signal is 0 and the clutch 324 will not engage the compressor 318. If the vehicle speed is greater than 0, the clutch PWM signal will be determined based upon a compressor drivingspeed 910 and an air pressure demand 912. In embodiments, the clutch is run by a PWM signal to reduce the parasitic loss in the actuation system 312. By operating compressor 318 according to a duty cycle governed by the PWM, energy loss is mitigated and the size of an air tank (e.g., tank 320) may be mitigated.

[0201] The invention of this application has been described above both generically and with regard to specific embodiments. It will be apparent to those skilled in the art that various modifications and variations can be made in the embodiments without departing from the scope of the disclosure. Thus, it is intended that the embodiments cover the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents.

Claims

CLAIMSWhat is claimed is:

1. An actuation system operatively coupled to a continuously variable transmission (CVT) including a drive clutch and a driven clutch, comprising:an actuation member operably coupled to a moveable sheave of the dnve clutch; a compressor operably coupled to the actuation member;a tank operably coupled to the actuation member;a first valve fluidly coupled intermediate the actuation member and the compressor to selectively allow fluid to flow between the actuation member and the compressor.

2. The actuation system of claim 1, further comprising a second valve positioned fluidly intermediate the actuation member and atmosphere.

3. The actuation system of claim 2, wherein the second valve is a normally-open valve.

4. The actuation system of claim 1, further comprising a second valve positioned fluidly intermediate the compressor and the tank.

5. The actuation system of claim 4, wherein the second valve is a normally-closed valve.

6. The actuation system of claim 4, wherein the first valve and the second valve are part of a valve block.

7. The actuation system of claim 4, further comprising an air dryer coupled to the compressor, wherein the first valve is configured to permit fluid flow' from the actuation member to the air dryer.

8. The actuation system of claim 7, further comprising a controller comprising instructions for altering the first valve to an open state and the second valve to an open state such that air from the tank can flow to the actuation member.

9. An actuation system operatively coupled to a continuously variable transmission (CVT) including a drive clutch and a driven clutch, comprising:an actuation member operably coupled to a moveable sheave of the dnve clutch; a compressor operably coupled to the actuation member;a tank operably coupled to the actuation member; anda valve block comprising a tank valve fluidly coupled adjacent the tank, an atmosphere valve fluidly coupled adjacent an atmosphere, and an actuator valve fluidly coupled adjacent the actuation member, the tank valve, the atmosphere valve, and the actuator valve each being in fluid communication with each other within the valve block.

10. The actuation system of claim 9, wherein the tank valve is a normally-closed valve.

11. The actuation system of claim 9, wherein the atmosphere valve is a normally -open valve.

12. The actuation system of claim 9, wherein the actuator valve is a normally -open valve.

13. The actuation system of claim 9, wherein the valve block further comprises an intermediate valve fluidly coupled intermediate the tank valve and the actuation member.

14. The actuation system of claim 13, wherein the intermediate valve is a normally-closed valve.

15. The actuation system of claim 13, wherein the actuator valve is a normally-closed valve.

16. The actuation system of claim 9, wherein the valve block further comprises an auxiliary air valve fluidly coupled to an auxiliary air system.

17. The actuation system of claim 16, wherein the auxiliary air valve is a normally-closed valve.

18. A method of operating an actuation system of a vehicle, the actuation system comprising a pressurized tank, a valve block including a plurality of valves, and an actuator fluidly connected to the tank via the valve block, the method comprising: executing, by a controller, a first dither step comprising alternately energizing and de-energizing a first subset of the plurality of valves while a tank valve of the valve block remains closed, such that no open flow path exists between the pressurized tank and the actuator during the first dither step; andexecuting, by the controller, a second dither step comprising alternately energizing and de-energizing a second subset of the plurality of valves, the second subset being different from the first subset, while an actuator valve of the valve block remains closed, such that no open flow path exists between the pressurized tank and the actuator during the second dither step;wherein the first dither step and the second dither step are each executed while the tank is pressurized.

19. The method of claim 18, wherein each of the first dither step and the second dither step is executed at a calibratable frequency.

20. The method of claim 19, wherein the calibratable frequency is about 4 Hz.

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