Patent Publication Number: US-2022234474-A1

Title: Utility vehicle

Description:
FIELD OF THE DISCLOSURE 
     The present disclosure relates to a utility vehicle having a work implement movable relative to a chassis of the utility vehicle. Specifically, the present disclosure relates to a utility vehicle that manipulates the position of an operator support (e.g., a chair) based on the position of the work implement relative to the chassis. 
     SUMMARY OF THE DISCLOSURE 
     The present disclosure provides, in one aspect, a utility vehicle including a chassis, a prime mover supported by the chassis, a work implement movably coupled to the chassis, and an operator cab supported by the chassis. An operator support is positioned within the operator cab. The operator support includes a seat and a backrest coupled to the seat. The operator support is configured to support an operator of the utility vehicle. A position of the operator support is selectively adjustable relative to the chassis. The utility vehicle further includes a control system in communication with the operator support. The control system includes a sensor operable to sense a position of the work implement relative to the chassis, and a controller including a processor and a memory. The controller is configured to receive a signal from the sensor representative of the position of the work implement. The controller is further configured to generate a signal to automatically adjust the position of the operator support relative to the chassis based in part on the position of the work implement relative to the chassis. 
     The present disclosure provides, in another aspect, a utility vehicle including a chassis, a prime mover supported by the chassis, a work implement movably coupled to the chassis, and an operator cab supported by the chassis. An operator support is positioned within the operator cab. The operator support includes a seat and a backrest coupled to the seat. The operator support is configured to support an operator of the utility vehicle. A position of the operator support is selectively adjustable relative to the chassis. The utility vehicle further includes a control system in communication with the operator support. The control system includes a sensor operable to sense a position of the work implement relative to the chassis, and a controller including a processor and a memory. The controller is configured to receive a signal from the sensor representative of the position of the work implement. The controller is further configured to generate a signal to permit adjustment of the position of the operator support relative to the chassis based in part on the position of the work implement relative to the chassis. 
     The present disclosure provides, in yet another aspect, a utility vehicle including a chassis, a prime mover supported by the chassis, a work implement movably coupled to the chassis, and an operator cab supported by the chassis. An operator support is positioned within the operator cab. The operator support includes a seat and a backrest coupled to the seat. The operator support is configured to support an operator of the utility vehicle. A position of the operator support is selectively adjustable relative to the chassis. The utility vehicle further includes a control system in communication with the operator support. The control system includes a sensor assembly operable to sense an angle of incline of a ground surface upon which the utility vehicle moves, and a controller including a processor and a memory. The controller is configured to receive a signal from the sensor assembly representative of the angle of incline. The controller is further configured to generate a signal to permit adjustment of the position of the operator support relative to the chassis based in part on the angle of incline. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  shows a perspective view of a utility vehicle including an operator cab and a work implement. 
         FIG. 1A  is an overhead schematic layout of the utility vehicle of  FIG. 1  to illustrate the axis along which the position of the vehicle is measured relative to the ground on which the vehicle operates. 
         FIG. 2  shows a perspective view of an operator support positioned within the operator cab of the vehicle of  FIG. 1 . 
         FIG. 3  is a schematic of a control system of the utility vehicle of  FIG. 1 . 
         FIG. 4  is a flow chart illustrating one example of a control process for controlling a position of the operator support based on a position of the work implement. 
         FIG. 5  is a flow chart illustrating another example of a control process for controlling a position of the operator support based on an angle of incline of the ground on which the vehicle operates. 
     
    
    
     Before any embodiments of the disclosure are explained in detail, it is to be understood that the disclosure is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The disclosure is capable of supporting other embodiments and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. 
     DETAILED DESCRIPTION 
       FIG. 1  illustrates a utility vehicle  10 . The utility vehicle  10  is in the form of a tractor; however, the utility vehicle  10  may be, for example, a riding lawn mower, harvester, crop sprayer, or other utility vehicle for agricultural, forestry, construction, mining, or other commercial or industrial use. The utility vehicle  10  includes a chassis  14 , a prime mover  18 , a plurality of ground-engaging devices  22 , a work implement  26 , an operator cab  30 , and a control system  34 . 
     The vehicle  10  includes a longitudinal axis  38  extending therethrough. The vehicle  10  includes a front end  42  and a rear end  46  opposite the front end  42 . The longitudinal axis  38  extends through the front end  42  and the rear end  46 . The longitudinal axis  38  divides the vehicle  10  into a first side  50  and a second side  54 . 
     The chassis  14  of the vehicle  10  supports the prime mover  18 , the operator cab  30 , and the control system  34 . The prime mover  18  is configured to move the utility vehicle  10  in a direction of travel via the ground engaging devices  22 . The illustrated ground-engaging devices  22  are wheels, but tracks or other suitable ground-engaging devices can be utilized. The prime mover  18  can include an engine, such as a diesel engine, and the control system  24  can include a vehicle control unit (VCU). The prime mover  18  is configured to move the vehicle  10  along a surface  58 , such as ground, terrain, or any other typography upon which the vehicle  10  traverses. In particular, the vehicle  10  is operable to move along a direction of travel coinciding with the longitudinal axis  38  of the vehicle  10 . This may be referred to as a forward/rearward movement of the vehicle  10 . 
     The work implement  26  is movably coupled to the chassis  14 . In the illustrated embodiment, the work implement  26  is a cutter movably coupled to the rear end  46  of the vehicle  10 . In other embodiments, the utility vehicle  10  may include any suitable work implement  26  (e.g., a ripper, front end loader, bucket, manure spreaders, planter, tillage, grain cart, balers, mowers, harvesters, etc.), and the work implement  26  may be coupled instead to the front end  42  of the vehicle  10 . Still in other embodiments, more than one work implement  26  may be coupled to the chassis  14 . For example, a first implement may be coupled to the front end  42  and a second implement may be coupled to the rear end  46 . The work implement  26  is configured to perform work of the utility vehicle  10 . 
     The work implement  26  is movable relative to the chassis  14  between a plurality of positions. In particular, the work implement  26  is movable relative to the longitudinal axis  38  of the vehicle  10 . For example, as shown in  FIG. 1 , the work implement  26  is positioned in a first position in which the work implement  26  is positioned on the first side  50  of the vehicle  10 . The work implement  26  is positionable in a second position in which the work implement  26  is positioned on the second side  54  of the vehicle  10 . In addition, the work implement  26  may be positioned in a third position in which the work implement  26  is aligned with the longitudinal axis  38 . 
     In the illustrated embodiment, the work implement  26  includes an arm  62  pivotably coupled to the chassis  14 . As such, the work implement  26  is pivotable between the first, second, and third positions relative to the chassis  14 . In particular, the arm  62  defines a pivot axis  66 . The pivot axis  66  of the arm  62  extends at an acute angle relative to the longitudinal axis  38  when the work implement  26  is in the first position and the second position. The pivot axis  66  of the arm  62  extends colinear with the longitudinal axis  38  when the work implement  26  is in the third position. The arm  62  of the work implement  26  is configured to facilitate positioning of a head  70  of the work implement  26  (e.g., having blades) in a desired position relative to the chassis  14 . 
     With respect to  FIGS. 1-2 , the operator cab  30  is coupled to the chassis  14 . The operator cab  30  defines a space suitable to receive at least one individual (referenced herein as an “operator”) to operate the vehicle  10 . The cab  30  includes a vehicle operation system  74  and an operator support  78  ( FIG. 2 ). The vehicle operation system  74  is positioned in the cab  30  and can include different combinations of input devices. For example, in some embodiments, the vehicle operation system  74  may include a joystick and a control display (e.g., a touch screen display device having manual actuators). In other embodiments, the vehicle operation system  74  includes other or additional input devices, such as a steering wheel, control levers, control pedals, and other suitable input devices. The input devices are used by an operator for operating the utility vehicle  10  (e.g., operating movement of the utility vehicle  10  along the direction of travel, operating movement of the work implement  26 , etc.). 
     With particular reference to  FIG. 2 , the operator support  78  is a chair. As shown, the chair  78  may include a seat  82  and a backrest  86  coupled to the seat  82  and extending transversely therefrom. In addition, the seat  82  includes a base  90  supported by a floor surface  94  of the chassis  14 . The floor surface  94  at least partially defines the space of the operator cab  30 . The illustrated chair  78  further includes an armrest  92  pivotably coupled to the backrest  86 . The seat  82  and backrest  86  may be made of a number of different materials and both generally include a rigid structure or frame (e.g., metal, rigid plastic, etc.) that provides the general shape and support for the operator, a compressible material such as a foam placed on the frame for cushion, comfort, and ergonomics, and a cover (e.g., nylon, leather, etc.) that holds the compressible material relative to the frame. The seat  82  and/or the backrest  86  may in particular include cushion bolsters  93  that provide lateral support for the operator. 
     The operator support  78  is movable or adjustable relative to the chassis  14  (and/or the cab  30 ). More specifically, the operator support  78  is movable relative to the floor surface  94 . In some embodiments, the operator support  78  may move or translate side to side (left and right from the frame of reference of  FIG. 1 ), forward, rearward, up, and down, and/or may also be rotatable about an axis  98  ( FIG. 2 ). In some embodiments, the backrest  86  is movably or adjustably coupled to the seat  82  to adjust an angle A therebetween. The operator is typically seated in the operator support  78  during use and positioned to actuate one or more input devices of the vehicle operation system  74  for purposes of operating movement of the utility vehicle  10  and the attached implement  26 . 
     With reference to  FIGS. 2 and 3 , the utility vehicle  10  also includes an actuator  102  ( FIG. 3 ) (e.g., motor, pneumatic cylinder, etc.) operatively coupled to the operator support  78 . The actuator  102  may be coupled to the base  90  of the operator support  78 . The actuator  102  adjusts the position of the operator support  78  relative to the chassis  14 . More specifically, the actuator  102  is operable to move the operator support  78  for adjusting the position of the operator support  78  relative to the floor surface  94 . 
     The operator support  78  may be movable between a plurality of positions. In a first position, the operator support  78  may be positioned closer to the first side  50  of the vehicle  10  (i.e., within the operator cab  30 ). In a second position, the operator support  78  may be positioned closer to the second side  54  of the vehicle  10  (i.e., within the operator cab  30 ). More specifically, the operator support  78  may be moved linearly and/or rotated to position the operator support  78  closer to the first side  50  or the second side  54  of the vehicle  10 . This may facilitate viewing of the first side  50  and the second side  54  of the vehicle  10  by the operator while the operator remains seated in the operator support  78 . 
     In further embodiments, the operator support  78  may be moved to a third position intermediate the first and second positions. In the third position, the operator support  78  is aligned with the longitudinal axis  38  such that the operator is positioned to view both the first and second sides  50 ,  54 , respectively, of the vehicle  10  equally. This third position may be referred to as a home position of the operator support  78 . 
     With continued reference to  FIGS. 2 and 3 , the utility vehicle  10  further includes a lock mechanism  106  operatively coupled to the operator support  78 . The lock mechanism  106  may be positioned between the base  90  of the operator support  78  and the floor surface  94 . The lock mechanism  106  is selectively adjustable between a first, locked (on) state in which the operator support  78  is maintained in the chosen position (e.g., first, second, third position, etc.) relative to the chassis  14 , and a second, unlocked (off) state in which the operator support  78  is permitted to move relative to the chassis  14 . Accordingly, the lock mechanism  106  may inhibit or prevent movement of the operator support  78  relative to the chassis  14  unless the lock mechanism  106  is in the unlocked state. 
     With reference to  FIGS. 1 and 3 , the utility vehicle  10  includes a sensor unit  110  supported by the chassis  14 . The sensor unit  110  includes one or more sensors  114   a ,  114   b ,  118  configured to detect information relating to a position of the work implement  26  relative to the chassis  14  and/or a position of the vehicle  10  relative to the surface or ground  58 . The sensor unit  110  can encompass sensors  114   a ,  114   b ,  118  positioned at any position within the cab  30 , external to the cab  30 , or otherwise associated with the utility vehicle  10  or implement  26  to detect or record operating information. For example, the chassis  14  may include the sensor(s) positioned at the rear end  46  and/or the front end  42  of the utility vehicle  10 . In addition, the sensor(s) may be positioned within the arm  62  of the work implement  26 . The sensor(s) may be one or more of a Hall-effect sensor, a proximity sensor (optical such as photoelectric, inductive, capacitive, etc.), potentiometer, or the like. The illustrated sensor  114   a  detects information relating to a location/position of the implement  26  relative to the chassis  14 . More specifically, the sensor detects whether the work implement  26  is positioned on the first side  50  or the second side  54  of the utility vehicle  10 . The sensor unit  110  may alternatively or further include or be in communication with one or more cameras, lasers, (e.g., for LIDAR or other laser scanning), or scanners for detecting information relating to the location/position of the work implement  26 . 
     The senor unit  110  may further include an inertial measurement unit  114   b  (or IMU  114   b  or inertial measurement sensor  114   b ). The inertial measurement unit  114   b  is positioned at a location on the vehicle  10 . For example, the inertial measurement unit  114   b  is positioned on the chassis  14 . More specifically, the inertial measurement unit  114   b  can be positioned in an engine compartment to detect an attitude of the vehicle  10  (e.g., a roll, a pitch, a yaw, a position of the vehicle  10  relative to the surface or ground  58 , etc.). The inertial measurement unit  114   b  can detect changes in the position and/or orientation of the vehicle  10 . More specifically, each inertial measurement unit  114   b  can detect changes in (or measures the position and/or orientation of) the vehicle  10  along up to three axes: an X-axis or roll, a Y-axis or pitch, and a Z-axis or yaw. The X-axis is colinear with the longitudinal axis  38  of the utility vehicle  10 . The inertial measurement unit  114   b  can have a sensor associated with each axis that is being measured, such as a gyroscope and/or an accelerometer. The inertial measurement unit  114   b  provides sensor data associated with the position of the vehicle  10  along the measured axes with reference to a reference position. The reference position can include gravity or a preset location of a component of the vehicle  10  being measured (e.g., an orientation on a flat surface/ground  58 , etc.). The inertial measurement unit  114   b  tracks the position of the associated component during operation of the vehicle  10 . 
     As shown in  FIG. 1A , the inertial measurement unit  114   b  detects at least a roll of the vehicle  10 . Stated another way, the inertial measurement unit  114   b  detects the distance the vehicle  10  rotates around an X-axis. The inertial measurement unit  114   b  also detects at least a pitch of the vehicle  10 . Stated another way, the inertial measurement unit  114   b  detects the distance the vehicle  10  rotates around a Y-axis, the Y-axis being perpendicular to the X-axis. It should be appreciated that more than one inertial measurement unit  114   b  can be integrated into the vehicle  10 . In addition, the inertial measurement unit  114   b  can be positioned at any position on the vehicle  10  suitable to measure the attitude and/or orientation of the vehicle  10  (e.g., a roll, a pitch, a yaw, etc.) relative to the surface or ground  58 . For example, the inertial measurement unit  114   b  can be positioned on a portion of the work implement  26 . The inertial measurement unit  114   b  is configured to detect an angle of incline of the surface or ground  58  along which the utility vehicle  10  is moving. 
     With reference to  FIG. 1 , the sensor unit  110  of the vehicle  10  may further include a vehicle location sensor  118 , illustrated as a Global Positioning System (GPS) receiver  118 . In the illustrated embodiment, the vehicle GPS receiver  118  is illustrated as positioned on the operator cab  30 . In other embodiments, the vehicle GPS receiver  118  can be positioned on any suitable location of the vehicle  10  (e.g., on the chassis  14 , on the arm  62  of the work implement  26 , etc.). The GPS receiver  118  can provide real time location data (or location information) relating to the position of the vehicle  10 . The vehicle location sensor  118  may be used by the control system  34  to detect an angle of incline, as further discussed below. 
     With reference to  FIG. 2 , the sensor unit  110  may further include one or more sensors  122  configured to detect information relating to a position of the operator support  78  relative to the chassis  14 . In some embodiments, the sensor  122  is configured to detect a position of the operator support  78  relative to the floor surface  94 , one or more sides of the operator cab  30 , etc. The sensor  122  may be the same or similar as the sensor  114   a . The sensor  122  may be used by the control system  34  in controlling movement of the operator support  78 , as further discussed below. 
     With reference to  FIGS. 1-3 , the control system  34  includes a controller  130  with a plurality of inputs and outputs that are operable to receive and transmit information and commands to and from different components, such as the vehicle operation system  74 , the operator support  78 , and the sensor unit  110 . Communication between the controller  130  and the different components can be accomplished through a CAN (e.g., an ISO bus), another communication link (e.g., wireless transceivers), or through a direct connection. The control system  34  further includes a user input/output module  134  that includes the one or more operator input devices of the vehicle operation system  74 , which are in communication with the controller  130 , as well as an output device such as the control display device located in the cab  30 . The input/output module  134  receives input from the sensor unit  110 . 
     The controller  130  includes memory for storing software, logic, algorithms, programs, a plurality of settings, which include a set of instructions for controlling the movement of the work implement  26  and the operator support  78 , among other components. The controller  130  also includes a processor for carrying out or executing the software, logic, algorithms, programs, set of instructions, etc. stored in the memory. 
     Often during operation of the utility vehicles  10 , the operator may switch the work implement  26  between the first position (i.e., in which the work implement  26  is on the first side  50  of the utility vehicle  10 ) and the second position (i.e., in which the work implement  26  is on the second side  54  of the utility vehicle  10 ). The operator support  78  may be controlled to move (either automatically or manually) to position the operator support  78  in the first position (i.e., in which the operator support  78  is positioned closer to the first side  50 ) and the second position (i.e., in which the operator support  78  is positioned closer to the second side  54 ) coinciding with the position of the work implement  26 . 
     With reference to  FIG. 4 , the controller  130  is configured to receive a signal from the sensor unit  110  representative of the position of the work implement  26 . More specifically, the sensor unit  110  detects (e.g., via the sensor  114   a ) the position of the work implement  26 , and sends a signal to the controller  130 . The controller  130  is further configured to generate a signal to automatically adjust the position of the operator support  78  relative to the chassis  14  based in part on the position of the work implement  26  relative to the chassis  14 . More specifically, the controller  130  is configured to generate a signal based on the information detected by the sensor unit  110 . 
     In an exemplary embodiment, the controller  130  receives the signal from the sensor  114   a  that the position of the work implement  26  has been adjusted (e.g., from the first side  50  to the second side  54  of the vehicle  10 ) and sends a signal to actuate the actuator  102  to adjust the position of the operator support  78  (e.g., from the first position to the second position). In this embodiment, the position of the operator support  78  is automatically adjusted based on the position of the work implement  26 . 
     In some embodiments, the controller  130  receives the signal from the sensor  114   a  that the position of the work implement  26  has been adjusted (e.g., from the first side  50  to the second side  54  of the vehicle  10 ) and sends a signal to adjust the lock mechanism  106  from the locked state to the unlocked state. The controller  130  may then further send a signal to actuate the actuator  102  to adjust the position of the operator support  78  (e.g., from the first position to the second position). In this embodiment, the position of the operator support  78  is automatically adjusted based on the position of the work implement  26 . The controller  130  may be further configured to send a signal to adjust the lock mechanism  106  from the unlocked state to the locked state after the position of the operator support  78  has been adjusted. The controller  130  may use the sensor  122  to determine whether the operator support  78  has been adjusted. 
     In alternative embodiments, the controller  130  only sends a signal to adjust the lock mechanism  106  from the locked state the to the unlocked state after the position of the work implement  26  has been adjusted. Once the lock mechanism  106  is adjusted into the locked state, the operator may then use the force of gravity and/or body weight to adjust the position of the operator support  78  (e.g., from the first position to the second position). In this embodiment, the lock mechanism  106  is automatically adjusted to the unlocked state based on the position of the work implement  26 , and the position of the operator support  78  is manually adjusted. Accordingly, the controller  130  is configured to generate a signal to permit adjustment of the position of the operator support  78  relative to the chassis  14 . 
     In further embodiments, the controller  130  receives a signal from the user input/output module  134  that the operator has adjusted the position of the work implement  26  using one or more of the input devices (e.g., pressing of a button) of the vehicle operation system  74 . The controller  130  is then configured to send a signal to adjust the lock mechanism  106  from the locked state to the unlocked state and/or send a signal to actuate the actuator  102  to adjust the position of the operator support  78  (e.g., from the first position to the second position). 
     In yet further embodiments, the controller  130  sends a signal to the output device (e.g., the control display device) of the user input/output module  134  that the position of the work implement  26  has been adjusted (e.g., from the first position to the second position) by the operator using the input devices of the vehicle operation system  74 . The controller  130  is then configured to send a signal to inquire from the operator seated in the operator support  78  whether to adjust the lock mechanism  106  from the locked state to the unlocked state and/or to actuate the actuator  102  to adjust the position of the operator support  78  (e.g., from the first position to the second position). The operator may use one or more of the input devices (e.g., pressing a button) of the vehicle operation system  74  to adjust the lock mechanism  106  and/or actuate the actuator  102 . Alternatively, the operator may use one or more of the input devices to remain in the chosen position. 
     In further embodiments, the controller  130  is configured to detect via the sensor  122  the position of the operator support  78  relative to the chassis  14  (e.g., the operator support  78  is in the first position or the second position) before sending a signal to adjust the position of the operator support  78  and/or adjust the lock mechanism  106  from the unlocked state to the locked state. 
     Furthermore, with reference to  FIG. 5 , the position of the operator support  78  may be adjusted based on the angle of incline of the utility vehicle  10  relative to the surface or ground  58 . The controller  130  is configured to receive a signal from the sensor unit  110  representative of the angle of incline of the surface or ground  58  along which the utility vehicle  10  is moving. More specifically, the sensor unit  110  detects (e.g., via the inertial measurement unit  114   b ) the angle of incline, and sends a signal to the controller  130 . The controller  130  is further configured to generate a signal to permit adjustment of the operator support  78  and/or automatically adjust the position of the operator support  78  relative to the chassis  14 , as discussed above. 
     In an exemplary embodiment, the controller  130  is configured to generate a signal only when the angle of incline is 20 degrees or more (e.g., relative to the X-axis, the Y-axis, etc.). In other embodiments, the controller  130  is configured to generate a signal when the angle of incline is between 25 degrees and 80 degrees (e.g., relative to the X-axis, the Y-axis, etc.). 
     In further embodiments, the controller  130  is configured to generate a signal based on the information detected by the vehicle location sensor  118 . More specifically, the vehicle location sensor  118  is configured to detect a location of the utility vehicle  10 . The controller  130  may be configured to determine, based on the utility vehicle&#39;s location, the angle of incline of the surface or ground  58  along which the utility vehicle  10  is moving, and generate a signal to permit adjustment of the operator support  78  and/or automatically adjust the position of the operator support  78  relative to the chassis  14 , as discussed above. 
     In various different implementations, the systems and methods described herein (e.g., control system  34 ) may be implemented by computer-based systems including, for example, a non-transitory computer-readable memory storing computer-executable instructions that are executed by an electronic processor. In some implementations, various different processing techniques may be used in addition to or instead of those described in the examples above. For example, in some implementations, the systems may be configured or adapted to utilize machine-learning or artificial intelligence mechanisms (e.g., one or more artificial neural networks) for automated decision-making, identification, and/or classification tasks and may be further configured to update or “retrain” the machine-learning or artificial intelligence mechanism based on observed and/or user-provided data during use of the system. More specifically, in some embodiments, the control system  34  is configured to update the machine-learning or artificial intelligence mechanism based on the information and commands received and transmitted to and from the different components, such as the vehicle operation system  74 , the operator support  78 , and the sensor unit  110 . In one example, the machine-learning or artificial intelligence mechanism is configured to be updated based on the information detected by the sensor unit  110 , and the adjustment of the operator support  78  in relation to the information detected by the sensor unit  110 . 
     Certain adjustments of the operator support  78  are necessary to do a job efficiently and for the operator to attain the comfort needed for long hours in the cab  30 . Automatic or semi-automatic controls of the operator support  78  saves valuable time on site. 
     Although the present subject matter has been described in detail with reference to certain embodiments, variations and modifications exist within the scope of one or more independent aspects of the present subject matter, as described. 
     One or more independent features and/or independent advantages of the disclosure may be set forth in the claims.