WORK VEHICLE WITH DETACHABLE CONTROL THAT CHANGES OPERATION BASED ON SIGNAL FROM PLATFORM SENSOR

[0001]This application claims priority to and/or the benefit of U.S. Provisional Patent App. No. 63/639,158, filed Apr. 26, 2024, wherein each of the application(s) identified herein above is incorporated by reference in its entirety.

SUMMARY

[0002]The present disclosure is directed to work machine platforms such as loaders and skid steers. In one embodiment, a ridable work vehicle includes an electric traction drive operable to move the work vehicle and an arm drive unit that is operable to move a loader arm assembly. The loader arm assembly includes a mechanical interface operable to mount a work attachment. The work vehicle includes a detachable operator control operable to wirelessly communicate with a controller of the work vehicle. One or both of the controller and the detachable operator control is operable to measure a proximity distance between the work vehicle and the detachable operator control. The work vehicle includes an operator platform coupled to a platform sensor that is operable to provide a platform signal in response to detecting an operator on the platform. The controller is coupled to the traction drive, the arm unit, and the platform sensor. The controller operable to: determine a disposition of the operator relative to the work vehicle based on the proximity distance and the platform signal; and change an operating setting of one or more of the electric traction drive, the arm drive unit, and the work attachment based on a change in the disposition of the operator.

[0003]In another embodiment, a controller-implemented method of modifying operations of a ridable work vehicle involves measuring a proximity distance between the work vehicle and a detachable operator control. A platform signal from a platform sensor is used to detect whether an operator is on an operator platform of the work vehicle. A disposition of the operator relative to the work vehicle is determined based on the proximity distance and the platform signal. Based on a change in the disposition of the operator, an operating setting of one or more operating units of the work vehicle is changed. The operating units including an electric traction drive, an arm drive unit that is operable to move a loader arm assembly, and a work attachment mounted to the loader arm assembly.

[0004]These and other features and aspects of various embodiments may be understood in view of the following detailed discussion and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0005]The discussion below makes reference to the following figures, wherein the same reference number may be used to identify the similar/same component in multiple figures. The drawings are not necessarily to scale.

[0006]FIG. 1 is a schematic view of a work/utility vehicle according to an example embodiment;

[0007]FIG. 2 is a perspective view of a work vehicle according to an example embodiment;

[0008]FIGS. 3 and 4 are perspective views showing an operator platform of the work vehicle from FIG. 2;

[0009]FIG. 5 is a perspective view showing controls of the work vehicle from FIG. 2;

[0010]FIG. 6 is a diagram showing a scheme for identifying loader attachments according to example embodiments;

[0011]FIG. 7 is a table showing various modes and configurations that can be used with different types of loader attachments according to various embodiments;

[0012]FIG. 8-10 are diagrams showing operator proximity scenarios according to various embodiments;

[0013]FIG. 11 is a block diagram of a control system for a work vehicle according to an example embodiment;

[0014]FIG. 12 is a flowchart of a method according to an example embodiment;

[0015]FIG. 13 is a table showing operational states of a work vehicle according to an example embodiment based on automatic detection of a work attachment; and

[0016]FIG. 14 is a flowchart of a method according to another example embodiment.

DETAILED DESCRIPTION

[0017]In the following detailed description of illustrative embodiments, reference is made to the accompanying figures of the drawing which form a part hereof. It is to be understood that other equivalent embodiments, which may not be described and/or illustrated herein, are also contemplated.

[0018]Work vehicles or “loaders” such as skid-steer loaders are used in various applications including construction and landscaping. Such vehicles can be configured with either a dedicated tool (e.g., bucket/loader, trencher, etc.) and/or with a mechanical interface to permit attachment of any one of a variety of tools. While utility vehicles are available in a wide range of sizes, compact stand-on or walk-behind utility loaders (also referred to herein simply as “SOWB” loaders or vehicles) are popular in many applications. Unlike larger skid steer loaders, SOWB vehicles typically do not carry a user in a seated position. Instead, SOWB vehicles are often operated by a user who stands on a platform attached to the rear of the vehicle. Alternatively, the operator can walk or stand on the ground behind the vehicle.

[0019]As a result of their smaller size, SOWB loaders are able to navigate through tighter spaces (e.g., gates, doors, and other limited openings) that would restrict passage of larger loaders. Loaders often utilize internal combustion engines and are well-suited for performing work in an outdoor environment where the accompanying noxious fumes (e.g., gas or diesel) produced by the engines are released to an open-air environment. Such emissions, however, may restrict such loaders from operation within interior environments.

[0020]More recently, electric motors have become available in a variety of mowers and other turf vehicles in both consumer and professional markets alike. While effective, performance characteristics of electric motors may require changes in vehicle operation as compared to vehicles using an internal combustion engine (ICE). Whether using electric motors or ICE, an SOWB loader may still use hydraulics to drive the work implements (e.g., arm assemblies, work attachments). Hydraulic actuators and motors have some advantages over electric counterparts in terms of speed, size, torque curves, etc., such that it is still desirable to use hydraulics in the loader. However, electric motors have advantages in some aspects, such as in the traction system of the loader.

[0021]Generally, the traction system refers to a drivetrain that propels the vehicle and may include motors, drive shafts, transmissions, wheels, tracks, brakes, and the like. An electrical drive system (e.g., using electric motors driven by a battery, fuel cell, or the like) can provide high efficiency propulsion of the loader, thereby increasing the amount of time the loader can work without depleting its energy supply. In some aspects, electric motors can be easier to control, e.g., allowing for precise control of speed, torque, and the like via an electronic motor controller.

[0022]In some embodiments described herein, an SOWB loader includes an operator platform for supporting an operator (e.g., in a standing position) during operation of the vehicle. The operator platform can be moved in and out of a deployed position, e.g., folded against a side of the vehicle in a walk-behind mode and folded out to form a horizontal support in the riding mode. A platform sensor detects when the operator platform is in the deployed position, and when an operator is located on (e.g., standing on) the platform. Thus a signal from the platform sensor can be used to determine if the work vehicle is being used in the walk-behind mode or riding mode. In response, a system controller can modify operation of the vehicle, including the traction system and work implement.

[0023]As illustrated in the schematic view of FIG. 1, a work vehicle 100 according to an example embodiment includes a traction system 101 and an implement system 103 coupled to a chassis 102. The vehicle 100 can further include an energy source 106, one or more electric motors 108 that power the traction system 101, and a hydraulic pump 107 to provide power to the implement system 103. The vehicle 100 can includes operator controls 105 for receiving user inputs. The vehicle 100 includes a system controller 109, e.g., a control board, processor, system on a chip, or the like that governs various operations of the work vehicle 100. The controller 109 is electrically coupled to other component of the vehicle 100 via wires, data busses, power interfaces, and the like. For purposes of illustration and not limitation, bold solid lines in FIG. 1 indicate a mechanical coupling, bold dotted lines indicate electrical power coupling, and dashed lines indicate control signals.

[0024]The vehicle includes an operator platform 110 that supports an operator (not shown) in a standing position. As indicated by the arrow 111, the operator platform 110 is foldable between a deployed position (solid line) and a stowed position (dashed line). The stowed position may alternatively be referred to as the folded, up, and/or walk-behind position. The deployed position may alternatively be referred to as the unfolded, down, and/or riding position. The deployed position and stowed position of the operator platform 110 respectively correspond to a riding mode and a walk-behind mode of the work vehicle 100. In the riding mode, an operator is located on the operator platform 110, and in the walk-behind mode the operator is not located on the operator platform 110.

[0025]A platform sensor 112 is coupled to provide a signal in response to detecting the operator being on the operator platform 110, thereby signaling the riding mode. In one embodiment, positioning of the operator platform 110 to the deployed position will not trigger the riding mode unless there is sufficient weight on the platform 110 to indicate the presence of the operator thereon. In other words, the positioning of the operator platform 110 into the deployed position is a necessary but not sufficient condition to trigger the riding mode in this embodiment. As will be described in detail below, the sensing of the riding and walk-behind modes is used by the controller 109 to change operational configurations and parameters of the work vehicle 100.

[0026]The platform sensor 112 may include a mechanical switch (e.g., limit switch, push button switch), a Hall effect sensor, a potentiometer, an optical switch, a proximity sensor (e.g., ultrasonic), a pressure sensor, an infrared sensor, a laser sensor, a camera, etc. To sense the weight of the operator on the platform 110, a biasing member 113 such as a torsion spring, compression spring, polymer bumper, or the like may be used in conjunction with the platform sensor 112 to detect the weight of the operator on the platform 110 thereby signaling the riding mode.

[0027]A system controller 109 that receives a signal via the platform sensor 112 may use signal processing to reduce the occurrence of false positives (riding mode is sensed without the operator being on the platform 110) and false negatives (walk-behind mode is sensed when the operator is on the platform 110). Conventional signal processing techniques such as noise filtering, averaging, and switch debouncing can be implemented using analog circuits and/or digital signal processing. In some cases, the controller 109 may implement a delay before signaling a mode change to account for situations such as significant negative vertical acceleration of the vehicle 100 that causes the operator's weight on the platform to be momentarily reduced. The sensitivity of the delay (e.g., the number of milliseconds of wait state before signaling a change) may vary based on whether the traction system 101 is moving the vehicle or not, and/or whether the arm is being extended and retracted. Similarly, other processing techniques, such as time averaging, may also be adapted based on these vehicle states.

[0028]In some embodiments, the system controller 109 may fuse the signal of the platform sensor 112 with other sensor data to reduce the occurrence of false positives and false negatives. For example, the vehicle 100 may have accelerometers that can detect vertical acceleration. In such a case, the signals from the platform sensor 112 may be suppressed and/or delayed when vertical acceleration exceeds a threshold, e.g., a negative acceleration with magnitude greater than 0.5 g. Rotational acceleration measurements (e.g., pitch angle acceleration) may also provide a similar indication to suppress and/or delay platform-sensed mode changes.

[0029]In some cases, where platform sensor 112 signals are detected which may be due to a false positive or false negative, the actions that occur in response to the state change may vary compared to the cases where the state change is signaled with high confidence. In some embodiments described below, riding mode may allow an auxiliary attachment function to be latched into continuous operation, and further allows the traction system 101 to move at a higher maximum speed. If a potentially false negative signal is sensed in that case, the delatching of the auxiliary function may be delayed by more time than the reduction of maximum traction speed. This assumes that an occasional variation in speed may be less objectionable to the operator than a stop-start of the attachment. The latter could require the operator to re-engage the auxiliary function (e.g., hold a switch down for at least a few seconds) while the former may be smoothed out by vehicle momentum and therefore is potentially less objectionable.

[0030]Note that while the term riding mode and walk-behind mode are used, these modes do not require that the work vehicle 100 be moving while work is being performed. For example, digging a hole with an auger attachment may involve the vehicle 100 being prevented from rolling, e.g., the traction system 101 being locked out, support legs deployed. The work vehicle 100 may have other defined modes, such as a charging mode, storage/transport mode, which are independent of the state of the platform sensor 112.

[0031]During operation of the vehicle 100, power may be selectively limited (or other operational parameters changed) for one or both of the traction system 101 and the implement system 103, based on the walk-behind or riding modes being detected. In some embodiments, the electric motor 108 (or a separate motor, not shown) can be coupled to the hydraulic pump 107, the latter adapted to provide pressurized hydraulic fluid to move arms of the attachment system 103 and drive an attachment of the implement system 103 (e.g., reciprocating hammer, auger, trencher, etc.). As used herein, the implement system 103 may include not only the operating tool, but also various actuators (e.g., arm assembly) used to position the operating tool.

[0032]The traction system 101 has differentially driven wheels or tracks. That is, each side of the traction system 101 can be driven by independent motors and in different directions for steering. In some embodiments, an attachment, implement or tool (e.g., hammer, auger, etc.) of the implement system 103 can be interchangeably attached to the vehicle 100. The implement system 103 may be hydraulically powered by the vehicle to provide both implement control (e.g., hammering) and movement of the implement (e.g., raising/lowering of arms and curling in/out of the attachment). In other embodiments, some or all of these functions may be powered by electrical motors.

[0033]In FIG. 2, a perspective view shows details of a work vehicle 100 according to an example embodiment. The traction system 101 in this embodiment comprises continuous tracks 200 that each move about road wheels 202 and a drive wheel 203. The implement system 103 includes an arm assembly with loader arms 206 that each rotate around a pivot 207 in response to extension and retraction of a respective lift cylinder 208. A mount plate 210 is at an end of the arms 206 and provides a mechanical interface for holding a work attachment (not shown). A tilt actuator 211 (also referred as a curl cylinder) extends and retracts to tilt the work attachment. A hydraulic line may be located proximate the mount plate to facilitate powering an auxiliary function of an attachment. In some embodiments, the mount plate 210 (or some other nearby structure) may include an electrical interface for providing electrical power and/or or signal connectivity to an attachment instead of or in addition to hydraulic power.

[0034]The operator platform 110 includes a traction plate 212 that functions as a non-slip standing surface for the operator. A pair of spring-loaded locking pins 214 (only one pin 214 seen in this view) are retracted to allow the operator platform 110 to be put in the stowed position. The locking pins 214 each include an outward facing knob that enables the operator to grasp and pull the pins 214 outward. The operator platform 110 rotates about pivot 215 during the transition between stowed and deployed positions. In FIGS. 3 and 4, perspective views shows details of the operator platform 110 shown in FIG. 2

[0035]In the view of FIG. 3, the operator platform 110 is in the deployed position. Visible in this view is the platform sensor 112 (a push-button switch), a locking slot 302 on the far side, and both locking pins 214. The locking pins 214 are engaged in slots 302 on either side in the deployed position. The operator platform 110 is linked via a curved linkage 304 to an operator support pad 306. In the view of FIG. 4, the operator platform 110 is in the stowed position. Both locking slots 302 can be seen in this view, as can the plunger of the platform sensor 112. Located on a lower vertical wall 400 of the chassis are biasing members 113, which in this example are polymer bumpers. Another set of polymer bumpers 402 are shown having a different height (as measured normal to the wall 400) than the biasing member 113. An edge support 401 of the operator platform 110 rides against at least one of the biasing members 113 and bumpers 402 in the deployed position.

[0036]The biasing members 113 are designed (e.g., via selection of geometry and material stiffness) to deflect inwards toward the wall in response to weight on the traction plate 212, which creates a moment about the pivot 215 and forces the edge support 401 towards the wall 400. If the weight is sufficient, the biasing members 113 will deflect until the edge support 401 rests against the bumpers 402, which increases the reaction forces against the platform 110 and prevents further significant rotation in this direction. When the biasing members 113 have deflected a certain amount, the platform sensor 112 will be triggered (e.g., closing or releasing contacts in the switch), thereby signaling the riding mode.

[0037]As noted above, the detection of the riding and walk-behind modes via the platform sensor 112 can be used to affect operational parameters of the traction system 101, e.g., affecting forward and reverse speed, turn rate, and the like. The mode detection can also affect operation of the implement system 103 and/or the controls 105. In FIG. 5 a perspective view shows controls 105 of the vehicle 100 to illustrate how the controls can be affected by modes detected with the platform sensor 112 according to example embodiments. On the left side of the control section 105 is a traction control 500, which is a dual joystick arrangement in this example. The traction control 500 allows single-handed control of both forward and reverse motion of the traction system 101, as well as turning. Further information about the construction and operation of the traction control 500 can be found in U.S. Pat. No. 9,970, 176, dated May 15, 2018.

[0038]On the right side of the control section 105 is an implement control 502, which provides operator control of the implement system 103. In this example, the implement control 502 is a single joystick which can raise and lower arms when moved in forward and reverse directions. Generally, the right-left movement of the implement control 502 extends or retracts the tilt actuator 211 (see FIG. 2) which can be used for curl, dump, tilt, float, etc., of the attachment.

[0039]An auxiliary switch 504 is located at the end of the control 502. In this example, the auxiliary switch is a two-position, momentary, rocker switch. Initiation of the auxiliary switch 504 allows for actuation of a function of the attachment, and may vary on the type of attachment. For example, the auxiliary switch 504 may be used to turn on continuous functions, such as the spinning of an auger, trench filler, trench cutter, stump grinder, tiller, etc. Other continuous functions may include jackhammer vibration, sweeper/rake rotation, cement bowl rotation. Generally, the continuous functions may be expected to run for a significant amount of time and not require precise timing for turning off and on. For other types of attachments, the auxiliary switch 504 may be used for non-continuous functions that are expected to operate for a short duration and which the operator may want fine control over. Examples of non-continuous operations include opening and closing of a grapple and opening/closing of tree lifting forks.

[0040]In some cases, it is desirable to allow the operator to lock or latch the function of the auxiliary switch 504 corresponding to one of the two switch position so that the operator does not need to hold down the auxiliary switch 504 for long periods of time. This may be accomplished, for example, by the operator holding one side the switch for a timeout value (e.g., 4 seconds) after which the operator may release the auxiliary switch 504 and the function will continue to operate (latching). If the same or different side of the auxiliary switch 504 is subsequently actuated by the operator, then the continuous function will stop (unlatching).

[0041]The ability to set an auxiliary functions to run continuously may depend on the type of attachment as well as the whether the operator is standing on the platform 110 (e.g., whether in driving mode or walk-behind mode). Thus the behavior of the auxiliary switch 504 may depend on the current mode and can be modified as such by a system controller 109. Similarly, if the system controller 109 has knowledge of the type of attachment currently being used, the controller can modify any combination of the operator controls 105 and traction system 101. One example is if an auger is mounted and currently drilling (auxiliary switch is locked), this may cause the system controller 109 to lock out the traction system 101 to prevent inadvertent traction movement. On the other hand, if a trencher is mounted and currently cutting (auxiliary switch is locked), then the vehicle should be allowed to move forwards and backwards, although it may be desirable to limit the speed and/or rate of turn.

[0042]In some embodiments, the vehicle 100 may include means to determine the type of attachment that is currently in use by the implement system 103. A scheme for doing this is shown in the schematic diagram of FIG. 6. Generally, the work vehicle 100 includes a mechanical interface (here the previously described mount plate 210) and a data interface 600. The data interface 600 is shown near the mechanical interface, however it may be located elsewhere in some embodiments. While not shown, the work vehicle 100 may also include an electrical power interface proximate the mechanical interface for powering electrically driven attachments.

[0043]As shown in FIG. 6, the work vehicle 100 may be compatible with various attachments 602. For purposes of illustration, specific attachments may include a grapple rake 604, an auger 605, and a bucket 606, although it will be understood that a much larger variety of attachments are typically available. Each of the attachments 604, 605, 606 includes a respective mechanical interface 608, 609, 610 that is compatible with the mechanical interface of the work vehicle 100.

[0044]Each of the attachments 604, 605, 606 includes a respective identifier 612, 613, 614 that generally or uniquely identifies the attachment. An example of general identifier, from more generic to less generic, includes: attachment type (e.g., grapple, auger, bucket); attachment type plus specific features (e.g., auger with angle mount, scraper blade with vibration motor); and a specific brand and model of attachment. A unique identifier includes, for example, a serial number, which can be used to distinguish between two attachments of same build. Presumably, a unique identifier may inherently include or be used to determine more generic information previously listed. The identifier 614 may be printed or physically encoded on the attachment, and/or be encoded within a passive electronic device such as a radio-frequency identifier (RFID) tag and/or transmitted by an active device over a medium such as a controller area network (CAN) bus, inter-integrated circuit (I2C) bus, Bluetooth connection, etc. In such a case, the data interface 600 would include a compatible RFID reader, CAN controller and bus, Bluetooth module, and the like.

[0045]The data interface 600 is configured to read the identifiers 612-614 at least when the respective attachments 604-606 are mounted, and possibly continuously monitor to sense a change in identifier. In one embodiment, the identifiers 612-614 could be written as alphanumeric characters that can be scanned or typed by the operator into an interface such as smartphone app or input device on the vehicle 100. In other embodiments, the identifiers 612-614 could be encoded as a bar code, QR code or the like, and be scanned by the data interface 600 (e.g., optical reader) on the vehicle 100 and/or a user device such as an operator's smartphone.

[0046]In embodiments where the identifiers 612-614 are implemented as a wired or wireless data signal, the vehicle controller could regularly or repeatedly poll the identifier to automatically detect a change, e.g., when the operator changes the attachment, modifies the attachment to add or remove an accessory, or the like. The vehicle 100 and attachments 602 could use multiple types of identifiers and data interfaces such that the smart identification of attachments could work with a broad range of equipment. For example, the attachments 602 could have both RFID tags and a QR code, such that the features could still be used with machines without an RFID reader, e.g., having smartphone integration such that an operator's phone could be used to read the identifier and communicate the identifier to a vehicle system controller.

[0047]In FIG. 7, a table illustrates how an attachment identification system can be used in a work vehicle 100 according to various embodiments. For each type of attachment in the top row, a configuration may be set for traction system 101 and the loader and auxiliary functions of the implement system 103. Some of the configurations may also change depending on whether the auxiliary function (if any) of attachment is currently in use, whether the vehicle 100 is being moved by the traction system 101, and other factors, such as if the vehicle 100 is utilizing support legs as shown for the backhoe attachment.

[0048]Note that the attachment identification system may provide other benefits and features. For example, the vehicle will typically contain an onboard clock to track time of use for scheduling maintenance and the like. This can be extended to track time of use of particular attachments, particularly those that have a continuous function. The attachment identification system may also be used for inventory control, e.g., the location of a mounted attachment can be found based on a query of a fleet of vehicles. Attachment identification can also facilitate easy collection of metrics, for purposes such as estimating return on investment. For example, popularity of certain machine and attachment combinations can define ratio of machines to attachments that are supported in the market. This type of information can be used to set prices, set manufacturing/inventory goals, and guide other business decisions (e.g., advertising).

[0049]As noted above, the platform sensor 112 can be used to change operation of the traction system 101. It is expected that the operator will locate on the platform 110 much of the time when performing work using the vehicle. However, there may be scenarios where the operator will want to fold up the platform and run in walk-behind mode. For example, during trailer loading/unloading and/or maneuvering in tight spaces, it may be desirable to fold the platform and walk behind or beside the vehicle 100 while controlling the traction system 101 and/or implement system 103. Some work environments such as indoor demolition may have predefined space requirements, such dimensions of maintenance elevators. In one embodiment, target maximum dimensions for the vehicle are 32 inches wide (for doorways) and 66 inches long (with the platform up, for elevators).

[0050]In some cases, it may be desirable to allow the operator to remotely control some aspects of the vehicle 100. For example, for a continuous operation such as jackhammering or hole digging that produces significant vibration, noise, dust, etc., the operator may prefer to stand away from the vehicle 100 by some distance. In one embodiment, the operator controls 105 may be detachable such that the operator may control the vehicle remotely. In such a case, the vehicle 100 may also include a proximity detector to generally detect where the operator is relative to the machine.

[0051]In FIGS. 8-10, diagrams schematically show different scenarios where operator proximity sensing may be employed according to various embodiments. In FIG. 8, the vehicle 100 is shown in riding mode, in which an operator 800 is located on the platform 110. In previous embodiments, a single sensor (e.g., switch) was used to determine that the platform 110 was deployed with the weight of the operator 800 exerted on the deployed platform. In this case, the previously described platform sensor 112 may provide an indication of proximity to the platform. In other embodiments, one or more sensors may provide separate signals for any combination of platform up, platform-down-unweighted, and platform-down-weighted. This could further be used to tailor the operation of the traction system 101 and implement system 103. For example, it may not be desirable to allow the operator 800 to propel the vehicle 100 while off of the platform 110 and with the platform 110 folded out, as this could impede access to the controls 105. However, this may be acceptable for purposes of operating the implement system 103, e.g., allowing the operator to temporarily step down to get a better view of the implement and/or workspace.

[0052]A sensor that can detect a platform-down-weighted may also be used to detect/estimate an operator weight. For example, instead of using a biasing member 113 and switch 112 as shown in FIG. 4, a force or pressure sensor can be used to detect weight on the operator platform 110. This can still provide a binary indication of operator presence, e.g., force/pressure below a threshold indicates no operator. Once the force/pressure goes above a threshold, it provides a reading indicative of both the presence of the operator and the weight of the operator. A measurement of operator weight can be used to tailor machine operation, e.g., change traction control inputs to maintain forward and reverse balance. This can also be integrated with an attachment type detector as shown in FIG. 6, which can be used to estimate a weight of the attachment, e.g., based on manufacturer specifications and stored in a look up table or the like.

[0053]In FIG. 9, the operator 800 is off of the platform 110 but still proximate the vehicle 100. The platform 110 is shown folded down, but could be folded up as well. The close proximity between the operator 800 and vehicle 100 is indicated by first distance 900, which may approximately be considered an arm's length distance. If the first distance 900 can be accurately measured from the controls 105, it may be another sensor indication of vehicle being in walk-behind mode. In FIG. 10, the operator 800 is off of the platform 110 further away the vehicle 100 than in FIG. 9, by second distance 1000. The second distance 1000 may be a distance that is greater than arm's length but not so far that the operator 800 does not have a good view of the vehicle 100 and/or attachment. This may allow for some remote control functions, as indicated by detachable control section 105a.

[0054]The detachable control section 105a may allow the operator 800 to control some aspects of the vehicle 100 from second distance 1000. For example, the operator 800 may use remote control to enable precise positioning of an auger or jackhammer. This may involve controlling arm lift, attachment curl, and vehicle yaw. If the vehicle 100 is allowed to move forward or backward in this mode, it may be limited to very slow speed (e.g., <1 mph) or be limited to discrete steps, e.g., 5-10 degrees of drive wheel rotation with at least 1 second between steps. Once adjustments are made in this mode, work may be permitted by remote control (e.g., auger drilling can commence), or the vehicle 100 may require the operator 800 return to the walk-behind or riding mode depending on the type of attachment. In such a scenario, a proximity detector in the vehicle 100 or the detachable control section 105a may be used to measure operator-to-machine distance. Such proximity detectors are known in the art, such as ultrasonic reflective sensors, time-of-flight sensors, line-of-sight sensors, etc.

[0055]The detachable control section 105a may comprise the same physical controls as the illustrated fixed operator controls 105. For example, a set of controls (e.g., one or both of traction controls 500 and implement controls 502, 504 as shown in FIG. 5) could be held or contained in a detachable mount that slides, lifts, or otherwise separates from the vehicle body. This may cause the detached control section 105a to transition from a wired coupling to a wireless interface and may also trigger proximity sensing to estimate a distance between the detached control section 105a and the vehicle 100. Such proximity sensors may be located on the control section and/or the vehicle and may include a combination of sensors, e.g., a distance sensor to detect a separation distance and a line-of-sight sensor to determine orientation relative to the vehicle (e.g., frontwards or rearwards as defined by a respective front and rear hemisphere around the vehicle). The detached control section 105a may also include indicators such as digital display, lights that indicate vehicle states.

[0056]In other embodiments, the detachable control section 105a may comprise a separate controller that is docked on the vehicle 100 but not activated or usable (e.g., does not respond to user inputs) until undocked. The separate controller may have a form factor more suitable for handheld use, such as resembling a game controller. As with other embodiments, the separate controller, once detached, can provide an estimate of proximity and orientation relative to the vehicle 100 via vehicle and/or controller sensors.

[0057]In other embodiments, the detachable section 105a may include a personal mobile device such as smartphone or tablet. Such features as wireless communications (e.g., using WiFi or Bluetooth), user interface (e.g., touchscreen) are common across a large category of mobile devices and so a mobile device may have sufficient capability to act as a remote controller via a software installation. In order to provide proximity detection, such mobile device may include a hardware attachment (e.g., USB dongle) that can be attached to the device to provide proximity sensing data and/or a proximity sensing feature (e.g., specially configured reflector). The attachable device may also dock on the vehicle 100 such that its presence or lack thereof can govern disabling/enabling of the fixed control and/or the mobile device software.

[0058]As noted above, the operation and configuration of the vehicle 100 can be affected by a platform sensor that detects two or more states of the platform (e.g., up, down unweighted, down weighted). This can be extended to include proximity states of the detachable section 105a (e.g., within X meters in a rearward hemisphere, within X meters in a forward hemisphere, beyond X meters). As noted above, the ability to automatically detect the type of work attachment through a data interface can be used to set different work attachment states in addition to platform states. An example of this is shown in FIG. 13.

[0059]The table 1300 in FIG. 13 represents an array of operating parameters/settings that may be applied to various subsystems of a work vehicle. These settings are tailored to a particular work attachment that is automatically detected as described above, e.g., in the description of FIGS. 6 and 7. The rows identify different sensed states of the operator, which is generally referred to as a disposition of the operator relative to the work vehicle. The first row of the table 1300 represents a disposition where the operator is detected on the platform. The remaining rows are dispositions where the operator is off platform and proximity (e.g., one or both of distance and relative location) is detected. In configurations where proximity detection is disabled or not provided, another row (not shown) may be provided for operator off-platform, or the remaining rows may be set to the same settings.

[0060]The columns represent various control aspects of the traction unit, attachment, and arms. For each row R and column C, the setting S_RC in each cell indicates a possible limitation on aspects of the operation of an electric motor or other actuator. This limitation could be any combination of enable/disable, min/max speed, min/max acceleration, min/max current/force, etc. Generally, the settings are designed to prevent unwanted configurations, e.g., to disable traction controls for some attachments and operator locations, slow down some operations. This could also take into account the effects of the operator's weight being removed from the platform, e.g., to prevent the arm from extending too far out with a heavy attachment. Other control aspects not shown in table 1300 may also be changed based on operator disposition. For example, the operator disposition (e.g. being off the platform) affect the removable controller as described elsewhere herein, e.g., enabling or disabling latching of an auxiliary switch. Other aspects of the removable controller, such as sensitivity, may also be customized based on a type of the work attachment.

[0061]For each detectable attachment, a different table 1300 could be constructed and loaded into memory. A default table could be used for no attachments or attachments for which no configuration or type is known. Where no attachment is installed, the operator may still want remote control of the traction system, e.g., for trailer loading or maneuvering in tight spaces. The example states and control configurations are provided for purposes of illustration and not of limitation, and many variations are possible in view of the scenarios described herein.

[0062]In FIG. 11, a block diagram shows a control system for a work vehicle according to an example embodiment. A system controller 109 includes one or more circuit boards that monitor and control various system functions. The system controller 109 includes one or more processors 1101, e.g., central processing units, co-processors, logic circuits, etc. The processors 1101 may be coupled to one or both volatile memory (e.g., dynamic random-access memory 1102) and non-volatile memory (e.g., non-volatile random-access memory 1103), which are referred to collectively as ‘memory.’ The processors 1101 access and execute one or more computer programs or routines stored in the memory, as well as storing and retrieving other data to/from memory such as factory and user settings, logging data, etc.

[0063]The memory 1102, 1103 includes computer-readable instructions or applications that, when executed cause the processors 1101 to perform various calculations and/or issue commands. That is to say, the processors 1101 and memory 1102, 1103 may together define a computing apparatus operable to process input data and generate the desired output to one or more components/devices. For example, the apparatus may perform the methods in the flowcharts provided herein.

[0064]The system controller 109 may include sensors 1104 for detecting board conditions such as temperature, voltages, etc., that that are monitored by the processors 1101. The system controller 109 also includes a power supply 1107 that provides power to components on the system controller 109. The power supply 1107 is shown being coupled to a power bus 1108, however may also or instead have an alternate source of power, such as an on-board, “coin-cell,” battery.

[0065]The processors 1101 are coupled to one or more input/output (I/O) interfaces 1105. The I/O interface 1105 facilitates communications between the processors 1101 and various functional modules used in the traction system 101, implement system 103, controls 105, and power unit 1130. Each of the functional modules may be coupled via separate lines (e.g., general input I/O, or GPIO lines) that send/receive analog and or digital signals that can be set and/or read by the processors 1101. Some or all of the functional modules may be coupled to a common data bus, such as a CAN bus, I2C bus, Ethernet bus, etc. The data bus 1106 generally represents both commonly-coupled busses (e.g., with shared media access) or individual control lines.

[0066]Note that while the power bus 1108 and data bus 1106 are drawn as separate entities, they may share a common transmission media in some cases, e.g., data transmitted over power lines. The busses 1106, 1108 as shown connected in FIG. 11 may be collectively considered interfaces for the various systems, include a traction interface coupled to an electric traction drive of the traction system 101, an arm drive interface coupled to an arm drive unit of the implement system 103, a controls interface coupled to the operator controls 105, and a platform interface coupled to the platform sensor 112.

[0067]The functional modules of the implement system 103 may include a data interface 1111, a power interface 1112, and sensors 1113. The data and power interfaces 1111, 1112 may interface with an electrically-driven (or in some cases hydraulically driven) attachment. If the attachment is hydraulically driven, then the data interface 1111 may still be used to detect conditions such as pressure, temperature, etc. as measured by sensors on the attachment (not shown), and the power interface may still be used for certain function, e.g., activating and deactivating locking solenoids. The sensors 1113 may monitor any combination of hydraulic pressure/flow, electrical voltage/current, etc. The sensors 1113 may also include a sensor such as an RFID reader used to detect an attachment identifier, as shown used by the data interface 600 in FIG. 6.

[0068]The functional modules of the traction system 101 include one or more motors 108 that drive wheels or the like and may also include separate or motor-integrated sensors 1116. The sensors 1116 may include encoders for sensing wheel position and speed, sensors for temperature, current, voltage, fault detection, etc. The motors 108 may be coupled to one or both of the data bus 1106 and the power bus 1108 in some embodiments.

[0069]The functional modules associated with the operator platform 110 include the aforementioned platform sensor 112 that detects the presence of the operator on the platform 110 when the platform 110 is deployed, unfolded, etc. The operator platform 110 may include other sensors 1120 for detecting operator weight, operator proximity, platform position at one or more different stable or intermediate positions. The sensors 1120 need not be located on the platform 110 itself, e.g., may be located on the chassis 102 proximate the platform 110.

[0070]The power unit 1130 is includes the energy source 106 (e.g., a battery, fuel cell) and a power conditioning circuit 1132. The power conditioning circuit 1132 may provide functions such as current limiting, fusing, battery charge control, voltage regulation, voltage conversion, etc. The power unit 1130 is a source of power for the power bus 1108, and data may be communicated to and from the power unit 1130 via the data bus 1106. As shown, the power conditioning circuit 1132 is coupled to the energy source 106 via both one or more data lines 1133 and power lines 1134, although in some embodiments the energy source 106 may be directly coupled to one or both the data bus 1106 and the power bus 1108.

[0071]The controls 105 are also coupled to the data bus 1106, in some cases may draw power from the power bus 1108. The controls 105 include the aforementioned traction controls 500 and implement controls 502, 504 shown in FIG. 5. The controls 105 may include other switches or input devices that are usable by the operator to use the vehicle, such as main power on. The controls 105 may include other user interface elements such as lights, displays, and the like that communicate vehicle status to the operator. For example, the operator may at least be interested in current state of battery charge which can be displayed via the user interface, e.g., via an LCD screen or indicator LEDs. The vehicle may have states, configurations, and settings that may be shown via the user interface, such as hours of operation, auxiliary control state, etc.

[0072]Also seen with the controls 105 is a proximity/location sensor 1150 that is usable in configurations where the controls 105 are detachable. The proximity sensor 1150 is operable to determine at least a proximity distance between the controls 105 and the work vehicle in a detached state. The sensors 1120 associated with the operator platform 110 may also or instead have proximity sensors. Together with the platform sensor 112, the proximity sensors 1120, 1150 determine a disposition of the operator relative to the vehicle. On and off vehicle proximity sensors 1120, 1150 may operate together, e.g., one having a transmitter and the other a receiver that encodes timing information that enables determining time of flight therebetween.

[0073]While the controls 105 are shown coupled to data and power busses 1106, 1108, in a detached configuration, the controls 105 may be decoupled from the busses 1106, 1108, e.g., via a quick disconnect electrical connector. When detached, an alternate wireless data interface may be used in place of the data bus 1106, and an internal power supply (e.g., battery) may be used in place of the power bus 1108.

[0074]Alternatively, a separate, detachable control 105a may be attached to the work vehicle at the same time as controls 105 (which would presumably be fixed), shown here receiving charging power via the power bus 1108. The separate detachable control 105a may include analogous controls and sensors shown with fixed controls 105, and further includes a wireless interface 1152 that is capable of communicating via the data bus 1106 as indicated by dashed line 1154, e.g., via a wireless adapter of the vehicle (not shown).

[0075]Removal of the separate detachable control 105a from the vehicle may be detected by a combination of disconnection from the power bus 1108 and a user input, e.g., power on switch on the controls 105a. In such an event, the fixed controls 105 may be disabled to prevent conflicting inputs from two different control input devices. A hardware attachment for a mobile device may be configured similarly to the illustrated removable control 105a, although self-contained power source may not be required for the hardware attachment.

[0076]In FIG. 12, a flowchart shows a method according to an example embodiment. The method involves detecting 1200 a signal from a platform sensor, which in this case provides at least a binary indication of two different states. The first state is a riding mode 1201 in which an operator is located on an operator platform. The second state is a walk-behind mode 1202 in which the operator is not located on the operator platform.

[0077]In the riding mode 1202, a number of different actions may occur, which include any combination of operations 1204-1204. The riding mode operations include: setting 1204 a maximum allowable speed of the traction drive to a first speed limit; setting 1205 a maximum allowable turning rate of the traction drive to a first turn rate limit; setting 1206 a first control configuration of the operator controls (e.g., allowing locking of the auxiliary switch function); and setting 1207 a first implement configuration of the implement system (e.g., enabling certain functions, affecting maximum arm speed and/or acceleration).

[0078]In the walk-behind mode 1203 a number of different actions may occur, which include any combination of operations 1210-1213, which are counterparts to respective operations 1204-1207. The walk-behind operations include: setting 1210 a maximum allowable speed of the traction drive to a second speed limit; setting 1211 a maximum allowable turning rate of the traction drive to a second turn rate limit; setting 1212 a second control configuration of the operator controls (e.g., disabling locking of the auxiliary switch function); and setting 1213 a second implement configuration of the implement system (e.g., disabling certain functions, affecting maximum arm speed and/or acceleration).

[0079]In some embodiments, the first speed limit (e.g., 4 mph) may be greater than the second speed limit (e.g., 2 mph). In some embodiments, the first turn rate limit is greater than the second turn rate limit turn rate limit. Generally, these limits will tend to slow down the actions of the vehicle when the operator is not on the operator platform. The configurations of the implement system may be attachment specific. For example, an attachment such as stump grinder may tend to cause the vehicle to twist, rock, etc. when running its blades, thus the operation of such attachment may be slowed or disabled in walk-behind mode.

[0080]In FIG. 14, a flowchart shows a controller-implemented method of modifying operations of a ridable work vehicle according to an example embodiment. The method involves measuring 1400 a proximity distance between the work vehicle and a detachable operator control, e.g., using a proximity sensor on one or both of the work vehicle and detachable operator control. Via a platform signal from a platform sensor, the controller detects 1401 whether an operator is on an operator platform of the work vehicle. A disposition of the operator relative to the work vehicle is determined 1402 based on the proximity distance and the platform signal. Based on a change in the disposition of the operator, an operating setting of one or more operating units of the work vehicle is changed 1403. The operating units include an electric traction drive, an arm drive unit that is operable to move a loader arm assembly, and a work attachment mounted to the loader arm assembly.

[0093]It is noted that the terms “have,” “include,” “comprises,” and variations thereof, do not have a limiting meaning, and are used in their open-ended sense to generally mean “including, but not limited to,” where the terms appear in the accompanying description and claims. Further, “a,” “an,” “the,” “at least one,” and “one or more” are used interchangeably herein. Moreover, relative terms such as “left,” “right,” “front,” “fore,” “forward,” “rear,” “aft,” “rearward,” “top,” “bottom,” “side,” “upper,” “lower,” “above,” “below,” “horizontal,” “vertical,” and the like may be used herein and, if so, are from the perspective shown in the particular figure, or while the machine is in an operating configuration. These terms are used only to simplify the description, however, and not to limit the interpretation of any embodiment described. As used herein, the terms “determine” and “estimate” may be used interchangeably depending on the particular context of their use, for example, to determine or estimate a position or pose of a vehicle, boundary, obstacle, etc.

[0094]Further, it is understood that the description of any particular element as being connected to or coupled to another element can be directly connected or coupled, or indirectly coupled/connected via intervening elements.

[0095]Unless otherwise indicated, all numbers expressing feature sizes, amounts, and physical properties used in the specification and claims are to be understood as being modified in all instances by the term “about,” e.g., within ±10%. Accordingly, unless indicated to the contrary, the numerical parameters set forth in the foregoing specification and attached claims are approximations that can vary depending upon the desired properties sought to be obtained by those skilled in the art utilizing the teachings disclosed herein. The use of numerical ranges by endpoints includes all numbers within that range (e.g., 1 to 5 includes 1, 1.5, 2, 2.75, 3, 3.80, 4, and 5) and any range within that range.

[0096]The various embodiments described above may be implemented using circuitry, firmware, and/or software modules that interact to provide particular results. One of skill in the arts can readily implement such described functionality, either at a modular level or as a whole, using knowledge generally known in the art. For example, the flowcharts and control diagrams illustrated herein may be used to create computer-readable instructions/code for execution by a processor. Such instructions may be stored on a non-transitory computer-readable medium and transferred to the processor for execution as is known in the art. The structures and procedures shown above are only a representative example of embodiments that can be used to provide the functions described hereinabove.

[0097]Note that any components described herein using terms such as “processor,” “controller,” “logic circuit,” “CPU,” or the like may be implemented using a plurality of discrete units operating together. For example, a processer that performs a series of steps or operations may be construed as two or more processors operating cooperatively to perform the steps. Similarly, other processing hardware such as memory and input-output may perform the described functions with multiple discrete units operating cooperatively or being coordinated by another unit, e.g., by a central processor or processors.

[0098]The foregoing description of the example embodiments has been presented for the purposes of illustration and description. It is not intended to be exhaustive or to limit the embodiments to the precise form disclosed. Many modifications and variations are possible in light of the above teaching. Any or all features of the disclosed embodiments can be applied individually or in any combination and are not meant to be limiting, but purely illustrative. It is intended that the scope of the invention be limited not with this detailed description, but rather determined by the claims appended hereto.