Patent ID: 12257990

Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of various features and components according to the present disclosure, the drawings are not necessarily to scale, and certain features may be exaggerated in order to better illustrate and explain the present disclosure. The exemplifications set out herein illustrate embodiments of the invention, and such exemplifications are not to be construed as limiting the scope of the invention in any manner.

DETAILED DESCRIPTION OF THE DRAWINGS

For the purposes of promoting an understanding of the principals of the invention, reference will now be made to the embodiments illustrated in the drawings, which are described below. The embodiments disclosed below are not intended to be exhaustive or limit the invention to the precise form disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. It will be understood that no limitation of the scope of the invention is thereby intended. The invention includes any alterations and further modifications in the illustrative devices and described methods and further applications of the principles of the invention which would normally occur to one skilled in the art to which the invention relates.

As shown inFIGS.1A and1B(collectivelyFIG.1), an all-terrain vehicle2is disclosed and configured for off-road vehicle applications, such that all-terrain vehicle2is configured to traverse trails and other off-road terrain. Vehicle2may be referred to as a utility vehicle (“UTV”), an all-terrain vehicle (“ATV”), or a side-by-side vehicle (“SxS”) and is configured for travel over various terrains or surfaces. More particularly, vehicle2may be configured for military, industrial, agricultural, or recreational applications.

Additional details regarding vehicle2are provided in U.S. patent application Ser. No. 14/051,700, filed Oct. 11, 2013, titled SIDE-BY-SIDE VEHICLE, the entire disclosure of which is expressly incorporated by reference herein. Additionally, the systems and methodologies described herein are applicable and, in embodiments, may be incorporated into various other all-terrain vehicles including the side-by-side all-terrain vehicle disclosed in U.S. patent application Ser. No. 14/051,700, filed Oct. 11, 2013, titled SIDE-BY-SIDE VEHICLE, the entire disclosure of which is expressly incorporated by reference herein. Further, the systems and methodologies described herein are applicable and, in embodiments, may be incorporated into the including the side-by-side all-terrain vehicle disclosed in U.S. patent application Ser. No. 15/790,691, filed Oct. 23, 2017, titled SIDE-BY-SIDE VEHICLE, the entire disclosure of which is expressly incorporated by reference herein.

Referring toFIG.1, all-terrain vehicle2includes a frame assembly4which supports a plurality of body panels6and is supported on a ground surface by a plurality of ground-engaging members8. Illustratively, ground-engaging members8include front ground-engaging members10and rear ground-engaging members12. In one embodiment of vehicle2, each of front ground-engaging members10may include a wheel assembly10aand a tire10bsupported thereon. Similarly, each of rear ground-engaging members12may include a wheel assembly12aand a tire12bsupported thereon. A front suspension assembly27may be operably coupled to front ground-engaging members10and a rear suspension assembly28may be operably coupled to rear ground-engaging members12.

Referring still toFIG.1, all-terrain vehicle2extends between a front-end portion14and a rear end portion16along a longitudinal axis L and supports an operator area18there between. Operator area18includes seating20for at least the operator and also may support one or more passengers. In one embodiment, seating20includes side-by-side bucket-type seats while, in another embodiment, seating20includes a bench-type seat. A cargo area22is positioned rearward of operator area18and is supported by frame assembly4at rear end portion16.

As shown inFIG.1, operator area18includes operator controls24, such as steering assembly26, which may be operably coupled to one or more of ground-engaging members8. Additional operator controls24may include other inputs for controlling operation of vehicle2, as disclosed further herein, such as an accelerator member or pedal53and a brake member or pedal54(FIG.2). More particularly, various operator controls24may affect operation of a powertrain assembly30of vehicle2. Powertrain assembly30may be supported by rear end portion16of vehicle2and includes an engine (not shown), a transmission (e.g., transmission217illustrated inFIG.11) operably coupled to the engine, a front final drive member32(FIG.2) operably coupled to front ground-engaging members10through front half shafts or axles37, and a rear final drive member34(FIG.2) operably coupled to rear ground-engaging members12through rear half shafts or axles38. Additionally, the transmission of powertrain assembly30may include a continuously variable transmission (“CVT”) alone, a shiftable transmission alone, or a combination of a CVT and shiftable transmission. Exemplary powertrain assemblies are disclosed in U.S. patent application Ser. No. 14/051,700, filed Oct. 11, 2013, titled SIDE-BY-SIDE VEHICLE, and U.S. patent application Ser. No. 15/790,691, filed Oct. 23, 2017, titled SIDE-BY-SIDE VEHICLE, the entire disclosures of which are expressly incorporated by reference herein. A drive shaft (not shown) may be operably coupled to front final drive member32at an input36(FIG.2) for supplying motive power from the engine and/or transmission to front ground-engaging members10. Rear final drive member34is operably coupled the engine and/or transmission to supply power therefrom to rear ground-engaging members12.

FIG.1illustrates one embodiment of an exemplary off-road vehicle. However, in some embodiments, the all-terrain vehicle2may be extended along the longitudinal axis L and/or retracted along the longitudinal axis L, allowing the all-terrain vehicle2to be larger and/or smaller than the exemplary off-road vehicle2shown inFIG.1. For instance, the all-terrain vehicle2may include two or more rows of seating20, which may extend the all-terrain vehicle2along the longitudinal axis L. Additionally, or alternatively, in some embodiments, the cargo area22may be larger—allowing a user to store more cargo in the all-terrain vehicle2. Additionally, or alternatively, in some embodiments, the all-terrain vehicle2may be wider than the embodiment shown inFIG.1. For example, the seating20might not be side-by-side bucket-type seats. Instead, the seating20may include three or more seats that are side-by-side. The present disclosure encompasses the exemplary embodiment shown inFIG.1, along with all other exemplary embodiments of off-road vehicles, such as the example shown inFIG.1A.

Referring toFIGS.2-4, vehicle2includes a braking assembly40, illustratively an electronic stability control system (“ESC”) which includes a front end braking portion42positioned generally at front end portion14of vehicle2and is operably coupled to front ground-engaging members10and a rear end braking portion44positioned generally at rear end portion16of vehicle2and is operably coupled to rear ground-engaging members12. Front end braking portion42includes front brake discs46and front brake calipers48operably coupled to front wheel assemblies10a. Rear end braking portion44includes rear brake discs50and rear brake calipers52operably coupled to rear wheel assemblies12a.

As shown inFIGS.2-4, braking assembly40also includes brake member54, illustratively a brake pedal, positioned within operator area18and is defined as one of the operator controls24(FIG.1). Brake member54is operably coupled to a brake master cylinder56such that braking input from the operator of vehicle2is applied to brake member54and is transmitted to brake master cylinder56.

Referring still toFIGS.2-4, brake master cylinder56is operably coupled to a braking control system58which includes a hydraulic and electric controller unit (HECU)60. More particularly, brake master cylinder56is fluidly coupled to HECU60through conduit(s) or line(s)62. Illustratively, HECU60may be hydraulically actuated such that pressurized hydraulic fluid is configured to assist with the operation of braking assembly40.

HECU60also is fluidly coupled with brake calipers48,52. Illustratively, as shown inFIGS.2-4, braking assembly40further includes a front left conduit or line64, a front right conduit or line66, a rear left conduit or line68, and a rear right conduit or line70which are all fluidly coupled to HECU60through four channels, namely a front left channel140, a front right channel142, a rear left channel144, and a rear right channel146, respectively (FIG.10). In this way, front left conduit64fluidly couples front left brake caliper48awith HECU60, front right conduit66fluidly couples front right brake caliper48bwith HECU60, rear left conduit68fluidly couples rear left brake caliper52awith HECU60, and rear right conduit70fluidly couples rear right brake caliper52bwith HECU60. HECU60also may include a front master cylinder output148and a rear master cylinder output149, both of which are operably coupled to brake master cylinder56(FIG.10), as disclosed herein.

Referring toFIGS.2-5, with respect to rear end braking portion44, conduits68,70are fluidly coupled to HECU60through a junction member or box72. Illustratively, at least one junction conduit or line74(illustratively first and second junction conduits74a,74b) extends from HECU60to junction member72such that HECU60is fluidly coupled with rear brake calipers52a,52bthrough junction conduit74, junction member72, and respective rear left and right conduits68,70.

As shown best inFIG.5, junction member72includes a first input76fluidly coupled to rear left conduit68through first junction conduit74aand a second input78fluidly coupled to rear right conduit70through second junction conduit74b. Junction member72facilitates serviceability of braking assembly40because if a repair or replacement is needed to rear end braking portion44, then the repair or replacement may be made at the location of junction member72, rather than having to fully disassemble all of braking assembly40for a repair to only a portion thereof. Additionally, junction member72is provided to allow for different braking pressures to be transmitted to rear brake calipers52a,52b. For example, a first braking pressure may be provided to rear brake caliper52athrough first junction conduit74aand rear left conduit68while a greater or lesser braking pressure may be provided rear brake caliper52bthrough second junction conduit74band rear right conduit70.

Referring now toFIG.6, braking control system58further includes front wheel speed sensors80configured to determine the rotational speed of front ground-engaging members10(FIG.1). Illustratively, each of front ground-engaging members10includes an individual wheel speed sensor80. In one embodiment, wheel speed sensor80is coupled to a portion of front final drive member32through fasteners82. Additionally, or alternatively, according to certain embodiments, the wheel speed sensor(s)80is housed in a knuckle of a ground-engaging member10,12and the encoder is on the CV bell or integrated into a bearing of the ground-engaging member10,12. As shown inFIG.6, wheel speed sensor80is received through an aperture84of a mounting bracket86. Mounting bracket86is coupled to a lateral portion of front final drive member32with fasteners82which are received within mounting bores89on the lateral portions of front final drive member32. More particularly, fasteners82are received within openings83on bracket86, which have an oval or oblong shape, thereby allowing the position of bracket86and sensor80to be adjustable relative to axle37. Additional fasteners or couplers88are configured to removably couple sensor80on mounting bracket86. It may be appreciated that sensor80is generally surrounded by mounting bracket86such that mounting bracket86conceals at least a portion of sensor80from debris and/or objects that may travel towards sensor80when vehicle2is moving, thereby minimizing damage to sensor80during operation of vehicle2.

As shown best inFIG.4, each of front half shafts37includes a drive coupling with a splined shaft106. Splined shaft106may couple with an output112(FIG.6) of front final drive member32. Additionally, a gear ring108is positioned on the outer surface of each of the drive couplings and is held in position relative to half shafts37. As such, gear ring108is configured to rotate with its corresponding half shaft37. Each of gear rings108includes a plurality of teeth110which cooperate with sensor80to determine the speed of each half shaft37. Sensors80are positioned in proximity to teeth110but do not contact teeth110; rather sensors80count teeth110as teeth110pass sensor80over a specific time period to calculate an angular velocity. Sensors80may be speed sensors such as Hall Effect speed sensors.

Referring toFIG.7, braking control system58also includes rear wheel speed sensors90configured to determine the rotational speed of rear ground-engaging members12(FIG.1). Illustratively, each of rear ground-engaging members12includes an individual wheel speed sensor90. In one embodiment, wheel speed sensor90is coupled to a portion of rear final drive member34. As shown inFIG.7, wheel speed sensor90is received through an aperture92of a first mounting bracket94and is coupled to first mounting bracket94with fasteners95. It may be appreciated that sensor90is generally surrounded by first mounting bracket94such that mounting bracket94conceals at least a portion of sensor90from debris and/or objects that may travel towards sensor90when vehicle2is moving, thereby minimizing damage to sensor90during operation of vehicle2.

First mounting bracket94is coupled to a second mounting bracket96through fasteners98. More particularly, fasteners98are received within openings97on first mounting bracket94, which have an oval or oblong shape, thereby allowing the position of first mounting bracket94and sensor90to be adjustable relative to axle38. And, second mounting bracket96is coupled to retainer members100on lateral portions of rear final drive member34. Additional fasteners or couplers102are configured to removably couple second mounting bracket96to retainers100because fasteners102are received through apertures104of retainers100. It may be appreciated that retainers100include a plurality of apertures104such that fasteners102can be received through any of apertures104to adjust the position of second mounting bracket96relative to axle38, thereby also allowing for the position of sensor90to be adjustable relative to axle38.

As shown best inFIGS.2and3, each of rear half shafts38includes a drive coupling with a splined shaft114(FIG.3). Splined shaft114couples with an output (not shown) of rear final drive member34. Additionally, a gear ring116is positioned on the outer surface of each of the rear drive couplings and is held in position relative to its corresponding rear half shaft38. As such, gear ring116is configured to rotate with its corresponding rear half shaft38. Each of gear rings116includes a plurality of teeth118which cooperate with sensor90to determine the speed of each rear half shaft38. Sensors90are positioned in proximity to teeth118but do not contact teeth118; rather sensors90count teeth118as teeth118pass sensor90over a specific time period to calculate an angular velocity. Sensors90may be speed sensors such as Hall Effect speed sensors.

Referring toFIG.8, the HECU60is electronically coupled or integrated with an overall electrical system120of vehicle2. In some embodiments, the HECU60may provide electronic control of the various components of vehicle2. Further, the HECU60is operatively coupled to a plurality of vehicle sensors and/or devices (described below inFIG.11) that monitor various parameters of vehicle2or the environment surrounding vehicle2. The HECU60performs certain operations to control one or more subsystems of other vehicle components, such as the operation of the braking assembly40. For example, referring back toFIG.2, the HECU60may be configured to hydraulically actuate the ESC system to assist with the operation of the braking assembly40(e.g., transfer and/or displace hydraulic fluid to one or more brake calipers, such as brake calipers48a,48b,52a, and/or52b, to cause the one or more ground-engaging members10or12to brake). The HECU60may be configured to control any type of braking system that permits the vehicle2to control the brake pressure on one or more ground-engaging members10or12as needed without a driver depressing/actuating a brake member, such as brake pedal54. In other words, the HECU60may be configured to perform any of the processing sequences below, such as processing sequences300-800and1400, for any type of braking system that permits the vehicle2to control (e.g., apply and/or remove) brake pressure to the ground-engaging members10and/or12independent of the driver input indicating a braking event (e.g., applying brake pressure without needing a driver to depress the brake pedal54). The HECU60may determine the braking event based on actuation of the brake member54(e.g., a brake pedal). In some instances, the HECU60may be configured to operate in an HECU intervention mode (e.g., an anti-lock braking system (ABS) mode and/or an electronic stability control (ESC) mode). For example, in some variations, when operating in the ESC mode, the HECU60may be configured to reduce brake pressure to one or more of the ground-engaging members10,12. In other variations, when operating in the ESC mode, the HECU60may be configured to control (e.g., reduce, maintain, and/or increase) brake pressure to one or more of the ground-engaging members10,12.

According to certain embodiments, the HECU60may operate in an active descent mode, which may be enabled by a user and/or automatically activated by the HECU60. In an active descent mode, the vehicle speed sensor214and/or the wheel speed sensors80,90may measure an increase in speed without a corresponding input from the throttle pedal position208sensor. Based on the increase in speed without an input from the throttle pedal position208sensor, the HECU60may determine the vehicle2is on an incline and/or unintentionally speeding up. As such, the HECU60may apply brake pressure to one or more of the ground-engaging members10,12in order to slow the vehicle2when the vehicle2speed is increasing without an input from the throttle pedal. The HECU60, the processing sequences300-1200, and the braking event are described in more detail below.

In some embodiments, the HECU60forms a portion of a processing subsystem including one or more computing devices having memory, processing, and communication hardware. The HECU60may be a single device (e.g., controller) or a distributed device, and the functions of the HECU60may be performed by hardware and/or as computer instructions on a non-transitory computer readable storage medium.

Electrical system120of vehicle2may include an engine control module (“ECM”)122and at least one display, gauge, and/or user interface124. Display124is supported within operator area18(FIG.1) and is configured to provide information about vehicle2to the operator. In one embodiment, HECU60may communicate with the display124such that the operator may provide a user input or user selection through display124. Illustrative display124may include toggle switches, buttons, a touchscreen, or any other type of surface or member configured to receive and transmit a selection made by the user. For instance, the user may activate and/or toggle a button on the display124. The display124may transmit a signal to the HECU60indicating the button has been actuated. Based on the particular button, the HECU60may generate one or more commands for the braking assembly40(e.g., displacing hydraulic fluid to one or more brake calipers48a,48b,52a, and/or52b) based on the actuation of the user input and/or on the actuation of the user input and one or more monitored parameters, such as sensor values.

Additionally, or alternatively, HECU60is configured to transmit information about braking assembly40to display124to provide such information to the operator. For example, the HECU60may be configured to transmit a fault signal to display124to indicate to the operator that a fault has occurred within a portion of braking assembly40, such as a fault of the ESC feature of braking assembly40. The fault indicator provided on display124may be a light, an alphanumeric code or message, or any other indication configured to alert the user of the fault.

Additionally, or alternatively, ECM122is in electronic communication with the display124and/or the HECU60to provide information to the operator and/or controller about the engine (not shown) or other components of powertrain assembly30. Illustratively, ECM122transmits various signals to provide information such as engine speed (RPM), engine torque, engine temperature, oil pressure, the driving gear or mode, and/or any other information about powertrain assembly30. Additionally, as shown inFIG.8, display124is configured to provide inputs and other information to ECM122. For example, if illustrative vehicle2is configured with an adjustable speed limiting device and feature, the user may input speed limits to display124which are transmitted to ECM122from display124to control the speed of vehicle2, as disclosed further herein.

Referring toFIG.9, a schematic view of braking control system58and at least a portion of electrical system120is disclosed with respect to operation of braking assembly40. As denoted, front end portion14and rear end portion16are shown and the left side of vehicle2is denoted with “L” and the right side of vehicle2is denoted with “R.” As shown inFIG.9, when the operator depresses brake member54with a force F, force F is transmitted to brake master cylinder56, which may be a tandem master cylinder in one embodiment. Brake master cylinder56is configured to transmit braking input information to a brake pressure switch126. Brake pressure switch126is then configured to transmit a signal indicative of braking pressure information to a multi-pin connector128. Multi-pin connector128also may be configured to transmit and/or receive information to and from ECM122, a steering angle sensor130of electrical system120, the display124, and/or the HECU60.

HECU60may include a multi-axis G sensor132and a pressure sensor134, one or both of which may be internal or external sensors and are configured for communication with multi-pin connector128. Additionally, multi-pin connector128is electrically coupled with front wheel speed sensors80and rear wheel speed sensors90.

Referring now toFIG.10, a schematic view of a hydraulic system150of vehicle2is disclosed with respect to operation of braking assembly40. Hydraulic system150includes a hydraulic reservoir152fluidly coupled to HECU60and also fluidly coupled to junction member72, and ground-engaging members10,12through any of conduits64,66,68,70,74. In operation, as force F is applied to brake member54by the operator, brake master cylinder56transmits force F to HECU60through at least brake pressure switch126. More particularly, brake master cylinder56is in communication with front and rear master cylinder outputs148,149which allows hydraulic fluid from hydraulic fluid reservoir152to flow to front and rear ground-engaging members10,12through channels140,142,144,146.

Illustratively, and still referring toFIG.10, as force F is applied to brake member54, brake master cylinder56provides an input to front master cylinder output148through brake pressure switch126to initiate a flow of hydraulic fluid through front left channel140and front left conduit64to front left ground-engaging member10. Additionally, the input provided to front master cylinder output148through brake pressure switch126also initiates a flow of hydraulic fluid through front right channel142and front right conduit66to front right ground-engaging member10. With respect to rear ground-engaging members12, as force F is applied to brake member54, brake master cylinder56provides an input to rear master cylinder output149to initiate a flow of hydraulic fluid through rear left channel144, first junction conduit74a, junction member72, and rear left conduit68to rear left ground-engaging member12. Additionally, the input provided to rear master cylinder output149from brake master cylinder56also initiates a flow of hydraulic fluid through rear right channel146, second junction conduit74b, junction member72, and rear right conduit70to rear right ground-engaging member12. In this way, a single actuation of braking assembly40when the operator depresses brake member54allows for braking of all ground-engaging members10,12through the four channels140,142,144,146of HECU60. It may be appreciated that, in certain modes, the HECU60may control the flow of hydraulic fluid to any of the brake calipers48or52. For example, as described below, the HECU60may initiate a flow to one or more brake calipers of the vehicle2. For instance, to allow for better and/or smaller turning radiuses, the HECU60may slow down the inner rear ground-engaging member12a(e.g., initiate flow of hydraulic fluid to only52a) while maintaining the speed of the outer rear ground-engaging member12b. Additionally, or alternatively, the HECU60may slow down the inner front ground-engaging member10a(e.g., initiate flow of hydraulic fluid to only52a) while maintaining the speed of the outer front ground-engaging member10b. By slowing down the inner rear ground-engaging member12aand/or the inner front ground-engaging member10a, the HECU60may cause the vehicle2to achieve better and/or smaller turning radiuses. In certain instances, this mode may be referred to herein as “cutter brake mode”.

Referring now toFIG.11, the HECU60may be connected to a plurality of devices, sensors, and/or sub-systems of vehicle2. In an illustrated embodiment of the present disclosure, the HECU60is connected and/or in communication with a plurality of devices, sensors, and/or sub-systems such as the ECM122, the battery202, the user interface204, the display124, the brake calipers48,52, the gear selection206, the wheel speed sensor(s)80,90, the throttle pedal position208, the brake sensor210, the inertial measurement unit (IMU)212, the steering angle sensor130, the vehicle speed sensor214, the brake master cylinder56, the engine speed sensor220, the suspension controller218, the transmission controller216, and/or the global positioning system (GPS) sensor(s)221. For example, the HECU60may be in electrical communication (e.g., transmits and/or receives information) with the devices, sensors, and/or sub-systems of vehicle2. The HECU60may communicate with the sensors, devices, and/or sub-systems via a bus (e.g., a data bus) and/or wirelessly. Additionally, or alternatively, the HECU60may be hydraulically connected to the devices, sensors, and/or sub-systems of vehicle2. For example, the HECU60may be hydraulically and/or electrically connected to the brake master cylinder56and/or the brake calipers48,52. As mentioned previously, the brake calipers48or52may be connected to the front ground-engaging member(s)10and/or the rear ground-engaging members12. In embodiments, each of left front, right front, left rear, and right rear ground-engaging members have an associated brake caliper controlled by HECU60. In some instances, the ECM122may include one or more controllers and/or units, such as the transmission controller216, the suspension controller218, and/or the HECU60. In other instances, the ECM122, the transmission controller216, the suspension controller218, and/or the HECU60may be a collection of controllers. Additionally, or alternatively, these controllers/units60,218,216,122and/or additional controllers and units may work together to implement and/or perform the logic or blocks described below.

Referring now to the devices, sensors, and/or sub-systems of vehicle2, a user interface204is provided in a location easily accessible to the driver operating the vehicle2. In some embodiments, the display124described above may be integrated with the user interface204. User interface204(e.g., display124) includes user input devices to allow the driver or a passenger to manually adjust HECU intervention modes described below during and/or before the operation of the vehicle2.

Exemplary input devices for user interfaces204include levers, buttons, switches, soft keys, and other suitable input devices. User interface204may also include output devices to communicate information to the operator. Exemplary output devices include lights, displays, audio devices, tactile devices, and other suitable output devices. In another illustrated embodiment, the user input and/or output devices of the user interface204may be on a steering wheel, handlebar, and/or other steering control of the vehicle2.

In some embodiments, the display124may be coupled to one or more cameras125. The camera(s)125may be integrated into the all-terrain vehicle2in order to image and/or record the surroundings of the vehicle2. The images and/or recordings produced by the camera(s)125may be used by the user operating the vehicle2to view any blind spots of the user of the vehicle102and/or make it easier for the user to view the user's surroundings. According to some embodiments, the camera(s)125may include one or more front-facing cameras, one or more side-facing cameras, and/or one or more rear-facing cameras. The rear-facing camera(s) may be used to view what is behind the vehicle2when the vehicle2is intentionally (e.g., when the transmission system217is in reverse gear) or unintentionally moving backwards (e.g., when the transmission system217is not a reverse gear), as explained in more detail below.

According to some embodiments, the display124and the user interface204may be separate (e.g., the user interface204is mounted adjacent the driver's seat on the dashboard of the vehicle2and next to the display124shown inFIG.1). The display124may display information related to the HECU intervention modes, and the user interface204may include input and output devices as described above.

According to certain embodiments, the transmission controller216may control the transmission system217of vehicle2. For example, the transmission controller216may transmit information to the HECU60such as gear position of the transmission system217(e.g., drive, neutral, reverse, and/or park), differential status (e.g., locked, unlocked, smart locking (i.e., controlled slip)), and/or wheel torque. The HECU60, in response to the transmitted information, may generate one or more signals and may transmit them back to the transmission controller216.

According to certain embodiments, the GPS sensor(s)221may determine coordinates of the all-terrain vehicle2and may facilitate determining whether the vehicle2is stationary or moving. Whether the vehicle2is moving or stationary may be used in one or more of the embodiments described below. While the GPS sensor(s)221are illustrated as being coupled to the HECU60, the GPS sensor(s)221may additionally or alternatively be communicatively coupled to one or more other controllers and/or units of the vehicle2.

According to certain embodiments, the IMU212may include a plurality of IMUs212such that each IMU is arranged on the vehicle2to sense inertial magnitudes in the x-direction, y-direction, and/or z-direction, respectively. As such, the IMUs212may be used to determine a pitch angle and/or roll angle of the all-terrain vehicle2. Exemplary IMUs212include accelerometers, gyroscopes, and other suitable sensors. Exemplary sensors and monitoring systems are disclosed in U.S. patent application Ser. No. 15/816,368, filed Nov. 17, 2017, titled VEHICLE HAVING ADJUSTABLE SUSPENSION, the entire disclosure of which is expressly incorporated herein by reference.

For example, referring toFIGS.12and13, the all-terrain vehicle2may be on an incline having a pitch angle γ223and/or an incline having a roll angle α225. According to embodiments, the vehicle2may have an inertial magnitude equal to 1.000 in the z-direction227when the vehicle2is on flat ground (not shown). Additionally, if the vehicle2were on an incline having a pitch angle γ223equal to 90 degrees, the vehicle2would have an inertial magnitude equal to 1.000 in the x-direction229, assuming the vehicle2is facing in the direction shown inFIG.12. Conversely, if the vehicle2were facing in the opposite direction shown inFIG.12and the pitch angle γ223was equal to 90 degrees, then the vehicle2would have an inertial magnitude of −1.000 in the x-direction229. Moreover, if the vehicle2were on an incline having a roll angle α225equal to 90 degrees, the vehicle2would have an inertial magnitude equal to 1.000 in the y-direction231, assuming the vehicle2is facing in the direction shown inFIG.13. Conversely, if the vehicle2were facing in the opposite direction shown inFIG.13and the roll angle α225was equal to 90 degrees, then the vehicle2would have an inertial magnitude of −1.000 in the y-direction231.

Therefore, in the event the vehicle2is on an incline having a pitch angle γ223between zero degrees and ninety degrees, the IMUs212will sense: (i) an inertial magnitude in the x-direction229that is between 0.000 and 1.000 and (ii) an inertial magnitude between 0.000 and 1.000 in the z-direction. Furthermore, in the event the vehicle2is on an incline having a pitch angle γ223between zero degrees and negative ninety degrees, the IMUs212will sense: (i) an inertial magnitude in the x-direction229that is between −1.000 and 0.000 and (ii) an inertial magnitude between 0.000 and 1.000 in the z-direction.

Similarly, in the event the vehicle2is on an incline having a roll angle α225between zero degrees and ninety degrees, the IMUs212will sense: (i) an inertial magnitude in the y-direction231that is between 0.000 and 1.000 and (ii) an inertial magnitude between 0.000 and 1.000 in the z-direction. Furthermore, in the event the vehicle2is on an incline having a roll angle α225between zero degrees and negative ninety degrees, the IMUs212will sense: (i) an inertial magnitude in the y-direction231that is between −1.000 and 0.000 and (ii) an inertial magnitude between 0.000 and 1.000 in the z-direction.

Exemplary inertial magnitudes are illustrated in Table 1 below. According to certain embodiments, these inertial magnitudes may be used to determine whether a vehicle2is moving backward, as explained in more detail below.

TABLE 1Slope γ/αInertial MagnitudeInertial magnitude(degreesx/y-directionsz-direction00.0001.00050.0870.996100.1740.985150.2590.966200.3420.940250.4230.906300.5000.866350.5740.819400.6430.766450.7070.707500.7660.643550.8190.574600.8660.500
Any-Gear Backup Camera and Backup ESC (and/or ABS) Braking

FIG.14illustrates a flow diagram of a method500of an any-gear backup camera for an all-terrain vehicle2. As stated above, during operation in rough terrain, all-terrain vehicles2may intentionally or unintentionally roll backwards. In some instances, the all-terrain vehicle2may roll backwards when the transmission system217is not in a reverse gear. In these embodiments, the user may be unable to see what is behind the all-terrain vehicle2, which may result in the all-terrain vehicle2unintentionally colliding with one or more objects. The embodiments disclosed herein provide a solution to this problem by determining when the all-terrain vehicle2is moving backward and automatically displaying images received from the back-up camera on the display124. Furthermore, oftentimes when a vehicle2is rolling backwards, the front wheels10may lock up due to the brake force biased to the front axle37. As such, the method500may determine when the vehicle2is moving backward and automatically activate ESC (and/or ABS) braking to reduce the likelihood the front wheels10lock up.

In operation, as represented by block502, the HECU60receives information (e.g., inputs) from sensors, devices, and/or subsystems. As described above,FIG.11shows a plurality of sensors, devices, and/or subsystems that may be connected (e.g., electrically or hydraulically) with the HECU60. The HECU60may receive (e.g., retrieve and/or obtain) information (e.g., data packets and/or signals indicating sensor readings) from the one or more sensors, devices, and/or subsystems inFIG.11. For example, the HECU60may receive information from the GPS sensor(s)221, the IMUs212, the wheel speed sensors80,90, the engine speed sensor220, the ECM122, and/or the throttle pedal position208sensor.

Then, the process moves to block504. As represented by block504, the HECU60determines the information received from the sensors, devices, and/or subsystems whether the vehicle2is moving backwards. According to certain embodiments, the wheel speed sensors80,90and/or other sensors included in the vehicle2may sense which direction the ground-engaging members10,12and/or axles37,38are rotating. If they are rotating in a reverse direction233(shown inFIG.12), the method500can determine the vehicle2is moving backward and automatically activate the backup camera125(block506) so that images from the backup camera125can be viewed on the display125. However, in embodiments where the wheel speed sensors80,90and/or other sensors included in the vehicle2do not indicate which direction the ground-engaging members10,12and/or axles37,38are rotating, the method600may be used to determine the vehicle2is moving backward.

FIG.15illustrates a flow diagram of a method510of an any-gear backup electronic stability control (ESC) braking mode for an all-terrain vehicle2. Activating the ESC (and/or ABS) braking mode when the vehicle2is rolling in reverse can increase the braking ability of the vehicle2, thereby making the vehicle2more controllable.

As represented by block512, the HECU60receives information (e.g., inputs) from sensors, devices, and/or subsystems. As described above,FIG.11shows a plurality of sensors, devices, and/or subsystems that may be connected (e.g., electrically or hydraulically) with the HECU60. The HECU60may receive (e.g., retrieve and/or obtain) information (e.g., data packets and/or signals indicating sensor readings) from the one or more sensors, devices, and/or subsystems inFIG.11. For example, the HECU60may receive information from the GPS sensor(s)221, the IMUs212, the wheel speed sensors80,90, the engine speed sensor220, the ECM122, and/or the throttle pedal position208sensor.

Then, the process moves to block514. As represented by block514, the HECU60determines the information received from the sensors, devices, and/or subsystems whether the vehicle2is moving backwards. According to certain embodiments, the wheel speed sensors80,90and/or other sensors included in the vehicle2may sense which direction the ground-engaging members10,12and/or axles37,38are rotating. If they are rotating in a reverse direction233(shown inFIG.12), the method510can determine the vehicle2is moving backward and automatically activate the ESC (and/or ABS) braking mode (block516). However, in embodiments where the wheel speed sensors80,90and/or other sensors included in the vehicle2do not indicate which direction the ground-engaging members10,12and/or axles37,38are rotating, the method600may be used to determine the vehicle2is moving backward.

Referring toFIG.16, the method600may include determining the vehicle2is oriented uphill (block602). For example, when the sensors measurements of the IMUs212sense an inertial magnitude between 0.000 and 1.000 in the x-direction229(FIG.12), the method600may determine the vehicle2is oriented uphill. If the vehicle2is oriented uphill, the method600may proceed to block604. Conversely, when the sensors measurements of the IMUs212sense an inertial magnitude that is 0.000 or between −1.000 and 0.000 in the x-direction229, the method600may determine the vehicle2is not oriented uphill. If the vehicle2is not oriented uphill, the method600may proceed back to block502to receive sensor measurements from sensors.

At block604, the method600may determine whether the HECU60has activated the active descent mode, as described above in relation toFIG.8. In embodiments where the vehicle2is oriented uphill and the active descent mode is active, the method600may determine the vehicle2is moving backward and activate the backup camera (block506) and/or active ESC (and/or ABS) braking (block516).

However, in certain embodiments, the vehicle2may not include an active descent mode and/or the active descent mode may not be active. In these circumstances, the vehicle2may still be moving backward. As such, the method600may proceed to block605where the method600determines whether the clutch is engaged or disengaged. If the vehicle is oriented uphill, the engine speed is non-zero, and the clutch is disengaged, the method600may determine the vehicle is moving backward and activate the backup camera (block506) and/or activate ESC (and/or ABS) braking (block516).

Additionally, or alternatively, the method600may determine whether the vehicle2has stopped moving and then started moving. According to certain embodiments, the method600may receive sensor measurements from the vehicle speed sensor214, the wheel speed sensor80,90, and/or the GPS sensor221that indicate the vehicle2has stopped moving. For example, to determine the vehicle2has stopped moving, the vehicle speed sensor214may sense a vehicle speed of zero, the wheel speed sensor80,90may sense the ground-engaging members10,12are not rotating, and/or the GPS sensor221may indicate the coordinates of the vehicle2are not changing.

After which, the method600may determine whether the vehicle2has started moving again (block606). For example, the method600may sense non-zero measurements from the vehicle speed sensor214, non-zero measurements from the wheel speed sensor80,90, and/or measurements from the GPS sensor221indicating the coordinates of the vehicle2are changing. If the vehicle2has not started moving again, the method600may proceed to block302to receive more sensor measurements from the sensors. However, if the vehicle2has started moving again, the method600may proceed to block608where the method600determines whether there is enough force to move the vehicle forward. To determine whether there is enough force, the method600may receive signals corresponding to the engine torque, the engine speed, the engine load, and/or the throttle input.

According to certain embodiments, the method600may determine the amount of force generated in response to an engine torque, an engine speed, an engine load, and/or a throttle input, referred to herein as the FT235as shown inFIG.12, and calculate whether FT235is enough to overcome the force due to gravity, referred to herein as FG237as shown inFIG.12. If FT235is greater than FG237, then the method600may determine the engine torque, the engine speed, the engine load, and/or the throttle input is enough to move the vehicle forward and return to block502to receive more sensor measurements. If, however, the FT235is less than FG237, then the method600may determine the engine torque, the engine speed, the engine load, and/or the throttle input is not enough to move the vehicle forward so the vehicle2will be moving backward and proceed to block506where the camera is activated and/or block516where ECS is activated.

Airborne Driveline Protection

Referring toFIG.17, a flow diagram of a method700for protecting the driveline of a vehicle after being airborne is illustrated. As set forth above, all-terrain vehicles2oftentimes traverse rough terrain. When doing so, the vehicle2may intentionally or unintentionally become airborne. Oftentimes when a vehicle2becomes airborne, the ground-engaging members10,12speed, the axle37,38speed, the differential speed, the engine speed and/or the transmission speed (collectively referred to herein as driveline) may not decrease and/or increase due to, for example, the throttle continuing to be actuated. Then, once the vehicle2lands on the ground, the increased speed of the driveline may be too high for the speed at which the vehicle2is traversing the ground; and, damage may be caused to the driveline of the vehicle2. Embodiments provided herein reduce the likelihood of damage to the driveline of the vehicle2. For example, according to certain embodiments, the HECU60may slow the angular velocity of the ground-engaging members10,12so that when the vehicle2lands, the velocity of the ground-engaging members10,12matches the speed at which the vehicle2is traversing the land.

According to certain embodiments, the method700includes the HECU60receiving (e.g., retrieve and/or obtain) information (e.g., data packets and/or signals indicating sensor readings) from the one or more sensors, devices, and/or subsystems inFIG.11(block702). For example, the HECU60may receive information from the GPS sensor(s)221, the IMUs212, the wheel speed sensors80,90, the engine speed sensor220, the ECM122, and/or the throttle pedal position208sensor.

According to certain embodiments, the HECU60determines the angular velocity of the ground-engaging members10,12based on the received sensor measurements (block704). To determine the angular velocity of the ground-engaging members10,12, the HECU60may receive signals from the wheel speed sensors80,90that correspond to the angular velocity of the ground-engaging members10,12. For example, as set forth above, each of front half shafts37(FIG.4) includes a drive coupling with a splined shaft106(FIG.4). Splined shaft106may couple with an output112(FIG.6) of front final drive member32. Additionally, a gear ring108(FIG.4) is positioned on the outer surface of each of the drive couplings and is held in position relative to half shafts37. As such, gear ring108is configured to rotate with its corresponding half shaft37. Each of gear rings108includes a plurality of teeth110(FIG.4) which cooperate with sensor80to determine the speed of each half shaft37. Sensors80are positioned in proximity to teeth110but do not contact teeth110; rather sensors80count teeth110as teeth110pass sensor80over a specific time period to calculate an angular velocity. Sensors80may be speed sensors such as Hall Effect speed sensors.

According to certain embodiments, the HECU60also determines the vehicle's ground speed (block706). To determine the vehicle's ground speed, the HECU60may receive measurements from the GPS sensors221and determine a change in position as a function of time using the measurements, which will correspond to the ground speed of the vehicle2.

Additionally, or alternatively, the HECU60may receive one or more measurements from one or more of the IMUs212that the vehicle2is in freefall. For example, one or more of the IMUs212may sense an approximately zero acceleration measurement in the z-direction, indicating the vehicle2is in freefall and, therefore, the vehicle2is airborne.

Additionally, or alternatively, the speed of the ground-engaging members10,12, as sensed by the wheel speed sensors80,90, may increase by more than a threshold amount. The speed of the ground-engaging members10,12increasing by more than a threshold amount may indicate the vehicle2is airborne due to the lack of opposing force supplied to the ground-engaging members10,12by the ground, which limits how quickly the speed of the ground-engaging member10,12can increase.

In embodiments where the vehicle2is airborne, the HECU60may determine a ground speed of the vehicle prior to becoming airborne. And, the HECU60may determine the ground speed of the vehicle2is constant once the vehicle2becomes airborne. As such, the HECU60may use the calculated ground speed of the vehicle2prior to becoming airborne is the current ground speed of the vehicle2. Alternatively, the HECU60may determine the ground speed of the vehicle2is decreasing by an amount due to the aerodynamic drag on the vehicle2. As such, the HECU60may apply a limiting factor (e.g., a decay factor) to the previously calculated ground speed to determine the current ground speed of the vehicle as a result of the aerodynamic drag on the vehicle2slowing the ground speed of the vehicle2while the vehicle is vehicle2is airborne. According to embodiments, the HECU60may calculate the decay factor (i.e., the decrease in ground speed) while the vehicle2is airborne to be approximately 0.3*9.8 m/s2or 0.3*acceleration of gravity. Additionally, or alternatively, the limiting factor may be based upon the aerodynamic drag of the vehicle2as a function of the vehicle's2speed. Additionally, or alternatively, the limiting factor may be based upon the deceleration measured by an accelerometer oriented along an x-axis.

The method700may then continue by having the HECU60actuate one or more of the brake calipers48,52(FIG.4) to (i) slow down the angular velocity of the ground-engaging members10,12or (ii) prevent the angular velocity of the ground-engaging members10,12from increasing when the vehicle2becomes airborne so that the angular velocity of the ground-engaging members10,12is the appropriate angular velocity for the ground speed of the vehicle2(block708). As such, when the vehicle2is no longer airborne, damage is not caused to the vehicle's2driveline.

Flat Tow Braking

Referring toFIG.18, a top view of an all-terrain vehicle2being flat towed by a towing vehicle61is illustrated. Because the all-terrain vehicle2is being flat-towed, all the ground-engaging members10,12may be on the ground. Further, the all-terrain vehicle2may be coupled to the towing vehicle61by one or more tow bars coupled either directly or indirectly from the chassis of the towing vehicle61to the chassis of the all-terrain vehicle2.

When a vehicle (e.g., the all-terrain vehicle2) is being flat towed, brake activation on the towed vehicle2is required in most states. To satisfy this requirement, most consumers buy and install a stand-alone auxiliary kit that will depress the brake pedal54(FIG.10) of the towed vehicle2when the brake pedal of the towing vehicle61is depressed. However, these stand-alone auxiliary kits can be expensive and oftentimes require special expertise to install. The embodiments described herein provide benefits over the stand-alone auxiliary kits.

As illustrated, the HECU60of the towed vehicle2may be electrically coupled to a braking system65of the towing vehicle61via a trailer connector67. According to certain embodiments, the HECU60may actuate the brake calipers48a,48b,52a,52b(FIG.3) of the all-terrain vehicle2in response to the braking system65being actuated, as explained in more detail below. In some examples, the HECU60operates in an HECU intervention mode (e.g., an electronic stability mode (ESC) mode) when the all-terrain vehicle2is being towed and the HECU60actuates the brake calipers48a,48b,52a,52bin response to the braking system65being actuated.

According to certain embodiments, the trailer connector67is a 4-way connector and includes connections for running lights, the left turn signal and brake lights, the right turn signal and brake lights, and a ground. As such, signals from the towing vehicle61corresponding to the running lights, the left turn signal, the right turn signal, and the brake lights can be transmitted to the towed vehicle2so that vehicles following the towing vehicle61and the towed vehicle2can see the towing vehicle61and towed vehicle2via the running lights and determine when the towing vehicle61and towed vehicle2are turning left, turning right, and/or stopping via the left turn signal, the right turn signal, and the brake lights, respectively.

According to other embodiments, the trailer connector67is a 7-way connector and includes connections for running lights, the left turn signal and brake lights, the right turn signal and brake lights, a ground, a 12V circuit, a trailer brake control, and backup lights. As such, signals from the towing vehicle61corresponding to the running lights, the left turn signal, the right turn signal, the brake lights, and backup lights can be transmitted to the towed vehicle2so that vehicles following the towing vehicle61and the towed vehicle2can see the towing vehicle61and towed vehicle2via the running lights and determine when the towing vehicle61and towed vehicle are turning left, turning right, stopping, and/or reversing via the left turn signal, the right turn signal, the brake lights, and the backup lights, respectively.

According to embodiments for which the trailer connector67is a 4-way connector, the HECU60may receive a brake signal from the brake system65via the brake light connection of the trailer connector67. In response to receiving the brake signal via the brake light connection of the trailer connector67, HECU60may actuate one or more of the calipers48a,48b,52a,52b(FIG.3) via the fluid conduits64,66,68,70, respectively, which in turn brakes the towed vehicle2. And, when the brake signal is no longer being received via the brake light connection of the trailer connection67, HECU60may no longer actuate one or more of the calipers48a,48b,52a,52b.

According to certain embodiments, the HECU60includes and/or is coupled to an IMU (e.g., IMU212). The IMU212may generate an acceleration signal (e.g., a longitudinal acceleration signal) corresponding to the rate at which the towing vehicle61and the towed vehicle2are slowing in response to actuation of the braking system65. The HECU60may receive the acceleration signal, and proportionally actuate one or more of the calipers48a,48b,52a,52b(FIG.3) in response to the acceleration signal. For example, the faster the towing vehicle61and the towed vehicle2are slowing, as indicated by the acceleration signal, the more force may be applied to the calipers48a,48b,52a,52bby the HECU60; and, the slower the towing vehicle61and the towed vehicle2are slowing, as indicated by the acceleration signal, the less force may be applied to the calipers48a,48b,52a,52bby the HECU60

According to certain embodiments, the acceleration signal may be normalized to a scale of 0 to 1 where 0 indicates the towing vehicle61and the towed vehicle2are not slowing down and 1 indicates the towing vehicle61and the towed vehicle2are slowing down at the fastest rate at which the towing vehicle61and the towed vehicle2can slow down. Then, the HECU may use the normalized acceleration signal to proportionally actuate one or more of the calipers48a,48b,52a,52b.

According to embodiments for which the trailer connector67is a 7-way connector, the HECU60may receive a brake signal from the brake system65via the trailer brake control connection of the trailer connector67. In response to receiving the brake signal from the brake system65, HECU60may actuate one or more of the calipers48a,48b,52a,52b(FIG.3) via the fluid conduits64,66,68,70, respectively, which in turn brakes the towed vehicle2. Further, the brake signal from the trailer brake control connection of the trailer connector67may indicate the amount of pressure being applied to the brakes of the towing vehicle61. In response to the amount of pressure being applied to the brakes of the towing vehicle61, the HECU60may supply a proportional amount of actuation to the calipers48a,48b,52a,52b.

As a result of these embodiments, an expensive auxiliary system does not need to be installed in order to comply with some states' requirements that the brakes of the towed vehicle2are depressed in response to the brakes of the towing vehicle61being depressed.

Driveline Configuration and Active Agility Control Mode Selection

Referring toFIG.19, a flow diagram of a method800for determining a brake configuration mode based upon a driveline configuration. As illustrated, the method800includes receiving a driveline configuration (block802). The driveline configuration may include the number of driven wheels (e.g., 2WD or 4WD), the state of the differential (e.g., open, locked, or smart locking (i.e., controlled slip)), and/or the selected transmission gear ratio.

According to certain embodiments, the driveline configuration may be received via the user interface204. The user interface204may be and/or include a variety of forms, as illustrated inFIGS.20-24. According to certain embodiments, the user interface204may include more than one of the examples provided inFIGS.20-24, one for selecting the driveline configuration and another for selecting the brake configuration modes. For example, the user interface204may include a rocker switch where a user selects the driveline configuration by actuating the switch either up or down, as shown inFIG.20. Additionally, or alternatively, the user interface204may include knob1000that includes a readout of the driveline in which the vehicle2is operating, as shown inFIG.21. To select the different drivelines, a user may rotate the knob1000clockwise and/or counterclockwise. According to certain embodiments, rotating the knob1000in a first direction may toggle through the different driveline configurations. Then, at the final driveline configuration, the driveline configurations may loop to the initial driveline configuration by continuing to rotate the knob1000in the first direction. Additionally, or alternatively, in certain embodiments, the knob1000is used to for electronic shifting, adjusting a hill descent speed (as discussed in more detail below), and/or navigating on the display. Additionally, or alternatively, the user interface204may include a knob1100that can be rotated to discreet positions such that each discreet position corresponds to a different driveline configuration, as shown inFIG.22. In certain embodiments, the knob1100uses a voltage dividers to output discreet voltages based on the position of the knob1100such that each discreet voltage corresponds to a different driveline configuration. Additionally, or alternatively, the user interface204may include a touchscreen1200for selecting the different driveline configurations, as shown inFIG.23. According to certain embodiments, the switch900, knob1000, knob1100, and/or user interface1200may include a hand-held remote switch1300for selecting the different driveline configurations remotely, as shown inFIG.24.

Once a driveline configuration is selected, the method800may include determining which brake configuration modes are allowed (block804). Table 2 below illustrates which brake configuration modes are allowed based on the selected driveline configuration, according to certain embodiments.

TABLE 2Brake Configuration ModesBrakeBrakeBrakeDrivelineConfigura-Configura-Configura-ConfigurationInactivetion #1tion #2tion #32WD - Diff OpenAllowedAllowedNot allowed,Not allowed,move leftmove left2WD - Diff LockedAllowedAllowedAllowedAllowed4WD - Diff’sAllowedNot allowed,Not allowed,Not allowed,Lockedmove leftmove leftmove leftAWD - Rear Open,AllowedAllowedAllowedAllowedFront OpenAWD - Rear Closed,AllowedAllowedAllowedAllowedFront Open

As shown, the driveline configurations include 2-wheel drive (2WD) with the differential open, 2WD with the different locked (or closed), 4-wheel drive (4WD) with the differential's locked, all-wheel drive (AWD) with the front and rear differentials opens, and AWD with the rear differential locked (or closed) and the front different open. According to embodiments, the ground-engaging members10are allowed to rotate independently when the differential for the ground-engaging members10is open and the ground-engaging members10rotate together when the differential for the ground-engaging members10is locked (or closed). Further, the ground-engaging members12are allowed to rotate independently when the differential for the ground-engaging members12is open and the ground-engaging members12rotate together when the differential for the ground-engaging members12is locked (or closed).

Furthermore, as illustrated, the different brake configuration modes for which the vehicle2can operate include an inactive mode (e.g., no brake interactions), brake configuration #1, brake configuration #2, and brake configuration #3. Brake configurations #1, #2, and #3 may detect an over-reaction situation and apply the brakes to help mitigate an unstable vehicle condition. According to certain embodiments, brake configuration #1 may be more sensitive than brake configuration #2, and brake configuration #2 may be more sensitive than brake configuration #3, as explained in more detail below.

For example, brake configurations #1, #2, and #3 may include a brake interaction in order to reduce vehicle yaw error. To reduce vehicle yaw error, the target yaw rate may be determined by the HECU60based upon the driver requested torque/pedal position, the vehicle speed, the steering angle, the lateral acceleration, and the longitudinal acceleration. The target yaw rate may then be compared against the IMU measured yaw rate to determine how the target yaw rate differs from the IMU measured yaw rate. Based upon the comparison, the HECU60may determine whether the vehicle is oversteering or understeering. If the vehicle is oversteering, then the HECU60may engage one the brake calipers52for the front ground-engaging members10to reduce the yaw rate magnitude. According to certain embodiments, the HECU60may primarily engage the brake caliper52associated with the outside front ground-engaging member10. The application of the brake caliper52to the outer ground-engaging member10saturates the corresponding ground-engaging member10with a longitudinal force which reduces the lateral acceleration able to be generated by the front axle and generates a stabilizing yaw moment.

If the vehicle is understeering, then the HECU60may engage one the brake calipers48for the rear ground-engaging members12to increase the yaw rate magnitude. According to certain embodiments, the HECU60may primarily engage the brake caliper48associated with the inside rear ground-engaging member12.

As set forth above, brake configuration #1 may be more sensitive than brake configuration #2, and brake configuration #2 may be more sensitive than brake configuration #3, as explained in more detail below. For example, brake configuration #3 may allow for a greater difference between a target yaw rate and an IMU measured yaw rate than brake configuration #2 and brake configuration #2 may allow for a greater difference between a target yaw rate and an IMU measured yaw rate than brake configuration #1.

According to certain embodiments, brake configuration #1 may be referred to herein as stability mode with evasive maneuver stabilization. Brake configuration #2 may be referred to herein as stability mode without anti-rollover protection. And brake configuration #3 may be referred to herein as agility mode. Additional details regarding stability mode, anti-rollover protection, and agility mode are disclosed in U.S. Pat. No. 10,363,941, issued Jul. 30, 2019, titled “System and Method for Controlling a Vehicle;” US Pat. Appln. No. 16,401,933, filed May 2, 2019, published as US Pat. Pub. No. 2019/0337497, titled “Operating Modes Using a Braking System for an All-Terrain Vehicle;” U.S. Pat. No. 10,118,447, issued Nov. 6, 2018, titled “Hybrid Utility Vehicle;” U.S. patent application Ser. No. 15/816,368, filed Nov. 17, 2017, published as US Pat. Pub. No. 2018/0141543, titled “Vehicle Having Adjustable Suspension,”; U.S. Pat. No. 9,358,882, issued Jun. 7, 2016, titled “Default Open Differential Control Switch;” U.S. Pat. No. 10,086,698, issued Oct. 2, 2018, titled “Electronic Throttle Control,” the entire disclosures of which are expressly incorporated herein by reference for all purposes.

According to certain embodiments, the method800may include providing only the allowed brake configuration modes via the user interface204(block806). For example, the user interface204may provide (e.g., display) all modes as being available when the vehicle's2driveline is in AWD, regardless of whether the rear differential is open or closed. Similarly, the user interface204may provide all modes as being available when the vehicle's2driveline is in 2WD with the differential locked. However, according to some embodiments, if the vehicle's2driveline is in 2WD with the differential open, then the vehicle2can only be operated in an inactive mode or brake configuration #1 and the vehicle cannot be operated in brake configuration #2 or brake configuration #3. As such, the user interface204may provide only the inactive mode or brake configuration #1 to the user when the vehicle's2driveline is in 2WD with the differential open. In addition, according to some embodiments, if the vehicle's2driveline mode is in 4WD with the differentials locked, then the vehicle2can only be operated in the inactive (e.g., no brake interactions) mode. As such, the user interface204may provide only the inactive mode to the user when the vehicle's2driveline is in 4WD with the differentials locked.

According to certain embodiments, if the vehicle's2driveline is changed from a first driveline configuration that does not allow one or more brake configuration modes to a second driveline configuration that allows more brake configuration modes and the vehicle was previously operating in a brake configuration mode that was not allowed in the first driveline configuration but is allowed in the second driveline configuration, then the HECU60may automatically switch back to the brake configuration mode that is allowed in the second driveline configuration when the vehicle2switches from the first driveline configuration to the second driveline configuration. For example, if a vehicle2is operating in brake configuration #1 while the driveline configuration of the vehicle2is in AWD, and the vehicle2is switched to 4WD with the differentials locked, the vehicle2may automatically switch to inactive (e.g., no brake interactions) mode. However, if the vehicle2is switched back to AWD, then the vehicle2may return to operating in brake configuration #1.

Additionally, or alternatively, a user may still try to select one of the modes that are not available based upon the driveline configuration of the vehicle2. As such, the method800may include receiving a selection of a non-allowed brake configuration mode (block808), reject the non-allowed brake configuration mode and select and/or output an allowed brake configuration mode (block810). For example, if the vehicle's2driveline is 2WD with the differential open and a user tries to select brake configuration #2 or brake configuration #3, the HECU60(or another control system of the vehicle2) may configure the vehicle2to operate in the first available mode to the left of the unavailable mode provided in Table 2 above. For example, if the user tries to select either the brake configuration #2 or brake configuration #3 while the driveline configuration is in 2WD with the differential open, then the HECU60will instead select and/or output brake configuration #1. As another example, if the user tries to select either the brake configuration #1, brake configuration #2, or brake configuration #3 while the driveline configuration is in 4WD with the differentials closed/connected, then the HECU60will instead select then inactive operating mode.

Referring toFIG.25, a flow diagram of a method1400for configuring the vehicle's driveline based upon a selected vehicle mode. As illustrated the method1400includes receiving a vehicle mode (block1402). According to certain embodiments, the vehicle mode may be received via the user interface204. The user interface204may be and/or include a variety of forms, as illustrated inFIGS.20-24. However, according to certain embodiments, the user interface204may only include one of the examples provided inFIGS.20-24, which corresponds to a user interface204for selecting the driveline mode, because the vehicle's driveline is automatically configured based upon the received driveline mode, as explained below.

In at least some examples, once a vehicle mode is selected, the method1400includes automatically configuring the vehicle's driveline (block804). Table 3 below illustrates an example of how the vehicle's driveline is configured based upon the selected vehicle mode. Inactive mode and brake configurations #1, #2, and #3 may have the same meaning as these modes have in Table 2 above. The vehicle's driveline configuration is shown inFIGS.26-30where a solid circle for a differential corresponds to a locked differential and an open circle corresponds to an unlocked differential. Similarly, a solid circle for a driveline corresponds to the vehicle operating in AWD mode and an open circle corresponds to the vehicle operating in 2WD mode. In certain instances, the driveline configuration shown inFIGS.26-30and/or information included therein may be displayed on a user interface204, as described in more detail below.

TABLE 3DrivelineBrakeVehicle ModeConfigurationConfiguration ModeFirst vehicle mode2WD - Rear DiffBrake(e.g., Turf mode)OpenConfiguration #1(shown in FIG. 29)Second vehicle modeAWD - Rear andBrake(e.g., Trail mode)Front Diff OpenConfiguration #2(shown in FIG. 27)Third vehicle modeAWD - Rear DiffBrake(e.g., Track/Drive -Locked, Front DiffConfiguration #3AWD mode)Open(shown in FIG. 28)Fourth vehicle mode2WD - Rear DiffBrake(e.g., Track/Drive -LockedConfiguration #42WD mode)(shown in FIG. 30)Fifth vehicle modeAWD - Front DiffInactive(e.g., 4 × 4 Rock Crawl -Locked, Rear Diff(e.g., no brakeDiff’s Locked mode)Lockedinteractions)(shown in FIG. 26)

According to certain embodiments, the vehicle mode is defined by the driveline configuration and the brake configuration mode. For example, when the user selects a first drive mode, also referred to herein as turf mode, a vehicle controller (e.g., an engine controller and/or a stand-alone controller such as a vehicle control module or transmission control module) configures the driveline configuration to 2WD with the rear differential open and the brake configuration mode to brake configuration #1. In another example, when the user selects a second drive mode, also referred to herein as trail mode, a vehicle controller configures the driveline configuration to AWD with the rear and front differentials open and the brake configuration mode to brake configuration #2. In even another example, when the user selects a third drive mode, also referred to herein as track/drive AWD mode, a controller configures the driveline configuration to AWD with the rear differential locked, the front differential open, and the brake configuration mode to brake configuration #3. In yet another example, when the user selects a fourth drive mode, also referred to herein as track/drive 2WD mode, a vehicle controller configures the driveline configuration to 2WD with the rear differential locked and the brake configuration mode to brake configuration #4. In some embodiments, brake configuration #4 may be similar to brake configuration #3, but tuned slightly differently in order to handle the changes in driveline configuration between the third drive mode and the fourth drive mode. In a further example, when the user selects a fifth drive mode, also referred to herein as 4×4 rock crawl mode, a vehicle controller configures the driveline configuration to AWD with the front and rear differentials locked and the mode to inactive (e.g., no brake interactions) mode. However, these are only examples, and not meant to be limiting. As a result of the ability of the user being able to select a vehicle mode and have the driveline and the brake configuration mode automatically configured, the operation of the vehicle2in different modes may be simplified. Additionally, or alternatively, in certain embodiments, the driveline configuration can be operated independently of the brake configuration mode. For example, the brake configuration mode can be manually turned off in some of these instances so the driveline configuration operates independently of the brake configuration mode.

FIG.31illustrates a perspective view of a front suspension including a wheel assembly10ahaving a wheel speed sensor156aandFIGS.32and33illustrate perspective views of the wheel assembly10aincluding the wheel speed sensor156a.FIG.34illustrates a perspective view of a rear suspension including a wheel assembly12ahaving a wheel speed sensor156bandFIGS.35and36illustrate perspective views of the wheel assembly12aincluding the wheel speed sensor156b.FIG.37illustrates a side perspective view of a front knuckle158for the wheel assembly10a. And,FIG.38illustrates a side perspective view of a rear knuckle160for the wheel assembly12a. According to certain embodiments, the wheel speed sensor156asenses the rotational speed of the front ground-engaging member10of the wheel assembly10aand the wheel speed sensor156bsenses the rotational speed of the rear ground-engaging member12of the wheel assembly12a.

In at least some embodiments, the positioning of the speed sensor156as illustrated and as explained in more detail below provides advantages over conventional embodiments. For example, in certain conventional embodiments the wheel speed sensor156is placed at the interface162between the halfshaft164and the transmission/front drive. However, the interface162between the halfshaft164and the transmission/front drive is loose, allowing the halfshaft164to move in an unconstrained manner changing the airgap of the wheel speed sensor156. This movement can lead to errors in the wheel speed sensor readings.

In comparison, the interface166, which is proximal a portion of the halfshaft164that is proximate the wheel assembly10a,12a, is tight (i.e., for example, does not move in the same unconstrained manner as does the interface162) and runs concentrically so that wheel sensor readings determined by the wheel speed sensors156are more accurate since the gap remains constant. As such, according to certain embodiments, the wheel speed sensors156are placed at the interface166to allow for more accurate wheel speed readings. In some examples, the interface166is located within 0-6 inches of the wheel assembly10a,12a. As another example, the interface166can be located within 0-6 inches of the brake caliper174. As another example, the interface166is located within 0-6 inches of the knuckle168.

To arrange the wheel speed sensors156at the interface166, the knuckles168a,168bcan include conduits170a,170bwithin which the speed sensor156can be arranged. In certain examples, the speed sensor156can sense the rotational speed of the ground-engaging members10,12using a magnetic encoder174mounted on a side of a bearing seal172of the wheel assemblies10a,12a. As another example, an encoder ring174is mounted onto a halfshaft164at the wheel end. In certain embodiments, the encoder ring174is made of steel. In other examples, the encoder ring174is made out of another ferrous material that, for example, has a lower profile than steel.

In certain embodiments, the wheel speed sensor156can be arranged relative to the brake caliper176so that the brake caliper176at least partially protects the wheel speed sensor156from debris, etc. For example, in certain embodiments, the wheel speed sensor156can be arranged between the brake caliper176and the knuckle168. Additionally, or alternatively, in some aspects, the wheel speed sensor156is arranged closer to the interface166than the brake caliper176. Additionally, or alternatively, the wheel speed sensor156can be arranged in the same radial plane as at least a portion of the brake caliper176. Additionally, or alternatively, the wheel speed sensor156can be arranged radially closer to the bearing seal172and/or the halfshaft164than the brake caliper176. As such, if debris approaches the wheel assembly10a,12a, the brake caliper176can block the debris from coming into contact with the wheel speed sensor156.

According to certain embodiments, because of the location of the wheel speed sensor156and where the wheel speed sensor156interfaces with the main vehicle harness such that it is inboard the chassis184(seeFIG.39) of the all-terrain vehicle2, if the wheel speed sensor156is damaged (e.g., torn off), the main harness does not need to be repaired, only the wheel speed sensor156needs to be replaced.

In certain aspects, because the wheel speed sensor156is arranged proximal the interface168as opposed to proximal the interface162, it may be beneficial to reduce the likelihood of unwanted damage to the wiring178connected to the wheel speed sensor156. As such, in certain embodiments, at least a portion of the wiring178is routed along, proximal, and/or into a chassis184(seeFIG.39) of the all-terrain vehicle2. In certain embodiments, by routing the wiring178along, proximal, and/or into a chassis184of the all-terrain vehicle2, the wiring178can be easily accessed and/or replaced. Additionally, or alternatively, in certain aspects, at least a portion of the wiring178(e.g., a proximal portion178aof the wiring178) for the wheel speed sensor156acan be routed along, proximal, and/or into an a-arm180that is coupled to the wheel assembly10a. Additionally, or alternatively, in certain aspects, at least a portion of the wiring178(e.g., a proximal portion178aof the wiring178) for the wheel speed sensor156acan be routed along and/or proximal to a brake line182for the caliper174. Additionally, or alternatively, a protective covering can be arranged around at least a portion of the wiring178. In some embodiments, the protective covering can be plastic, metal, and/or another material suitable for providing a protective sheathing around the wiring178.

FIGS.39-41illustrate top views of a portion of an all-terrain vehicle2including a HECU60coupled to the braking system of the all-terrain vehicle2, according to different embodiments of the present disclosure. In certain aspects, the positioning of the HECU60is important to mitigate vibrations of the HECU60and enable easier calibration of the HECU60. Embodiments disclosed herein provide these advantages.

In certain aspects, the HECU60is arranged proximal a longitudinal centerline185of the all-terrain vehicle2as shown inFIGS.39and41or along a longitudinal centerline185of the all-terrain vehicle2, as shown inFIG.40. In certain aspects, a distance186between the longitudinal centerline185and the HECU60can be less than or equal to 12 inches. In some examples, the distance186is measured from a portion of the HECU60that is closest to: (i) the longitudinal centerline185, (ii) a center of the HECU60, or (iii) a portion of the HECU60that is farthest away from the longitudinal centerline185. In some of these instances, the HECU60can be mounted to the chassis184. Additionally, or alternatively, this central location of the HECU60provides access to the routing track containing both the brake lines182and/or the electrical harness.

In certain aspects, the HECU60can be arranged proximal a seat190of the all-terrain vehicle2, as shown inFIG.39. In some instances, the HECU60is arranged proximal a driver's seat190aor a passenger seat190bof the all-terrain vehicle2. In some examples, the HECU60is arranged beneath a seat190or in a position that is in a forward direction191relative to the seat190.

Additionally, or alternatively, the HECU60can be arranged (i) in a forward direction191relative to an engine30aof the powertrain assembly30of the all-terrain vehicle2and/or (ii) in a rearward direction192relative to a steering column193and/or (iii) in a forward direction191relative to a rear firewall194and/or (iv) in a rearward direction192relative to a front firewall195and/or (v) between frame rails196of the all-terrain vehicle2and/or (vi) between a plane197extending through the engine30aand a plane198extending through the steering column193and/or (vii) between a plane197extending through the engine30aand a plane199extending through a foot pedal of the all-terrain vehicle2, as shown inFIG.41and/or (vii) behind the battery202of the all-terrain vehicle, as shown inFIG.41.

Additionally, or alternatively, the HECU60can be arranged proximal a center of mass187of the all-terrain vehicle2, as shown inFIG.39. Additionally, or alternatively, the HECU60can be arranged proximal an axis188that laterally extends through the center of mass187. For example, in certain aspects, a distance189between the center of mass187and/or axis188and the HECU60can be less than or equal to 12 inches. In some examples, the distance189is measured from (i) a portion of the HECU60that is closest to the center of mass187and/or axis188, (ii) a center of the HECU60, or (iii) a portion of the HECU60that is farthest away from the center of mass187and/or axis188.

All of the embodiments described above reduce the likelihood of vibrations of the HECU60and enable easier calibration of the HECU60.

FIGS.42-45illustrate examples user interfaces204displaying driveline configurations, in accordance with at least some embodiments of the present disclosure. According to certain embodiments, the user interfaces204are configured to display a driveline configuration of the all-terrain vehicle2. The driveline configuration and/or an indication of the driveline configuration may be displayed in a variety of ways on the user interface204. According to certain embodiments, while the driveline configurations below primarily refer to the differentials being open or closed, the embodiments described herein may also include other types of differential statuses, such as smart locking (i.e., controlled slip), etc. for the front and/or the rear differentials.

In at least one embodiment, an indication of the driveline configuration may be displayed via one or more icons1502,1503that change in response to a change in the driveline configuration of the all-terrain vehicle2. For example, in the illustrated embodiments ofFIGS.42-44, the driveline configuration is in the second vehicle mode of Table 3 above (i.e., the trail mode). In response the all-terrain vehicle2being in the second vehicle mode, the one or more icons1502a,1503adisplay an image corresponding to and/or associated with the second vehicle mode, in this example the trail mode. In comparison, in the illustrated embodiment ofFIG.45, the driveline configuration is in the fourth vehicle mode of Table 3 above (i.e., the track/drive 2WD mode). In response the all-terrain vehicle2being in the fourth vehicle mode, the one or more icons1502b,1503bdisplay an image corresponding to and/or associated with the fourth vehicle mode, in this example the track/drive mode. Further, the one or more icons1502,1503can include other images corresponding to the other types of driveline modes in Table 3. For example, the one or more icons1502,1503can include a distinct image for each of the following driveline modes: the first vehicle mode (i.e., turf mode), the third vehicle mode (i.e., track/drive AWD mode), and the fifth vehicle mode (i.e., rock crawl mode).

In certain embodiments, the one or more icons1502,1503can be displayed in a variety of locations on the user interface204. For example, the one or more icons1502can be displayed in a corner of the user interface204and/or the one or more icons1503can be displayed away from a corner of the user interface204, as illustrated inFIGS.42-45.

As another example of an indication of the driveline configuration being displayed on the user interface204, the user interface204can include a background1504corresponding to driveline configuration of the all-terrain vehicle2that changes in response to a change in the driveline configuration. For example, as shown in the illustrated embodiments ofFIGS.42-44, in response to the all-terrain vehicle2being in the second vehicle mode, the background1504adisplays an image corresponding to and/or associated with the second vehicle mode, in this example the trail mode. In comparison, as shown in the illustrated embodiment ofFIG.45, the driveline configuration is in the fourth vehicle mode of Table 3 above (i.e., the track/drive 2WD mode). In response the all-terrain vehicle2being in the fourth vehicle mode, the background1504bdisplays an image corresponding to and/or associated with the fourth vehicle mode, in this example the track/drive mode. Further, the background1504can include other images corresponding to the other types of driveline modes in Table 3. For example, the background1504can include a distinct image for each of the following driveline modes: the first vehicle mode (i.e., turf mode), the third vehicle mode (i.e., track/drive AWD mode), and the fifth vehicle mode (i.e., rock crawl mode).

As another example of an indication of the driveline configuration being displayed on the user interface204, the user interface204can include one or more icons1506,1507that include an indicium1508-1511of the differential status of the all-terrain vehicle2. In aspects, the indicium1508-1511of the differential status included in the one or more icons1506,1507changes in response to a change in the driveline configuration. For example, as shown in the illustrated embodiments ofFIGS.42-44, in response to the all-terrain vehicle2being in the second vehicle mode, which corresponds to the front and rear differentials being open/disconnected, the icons1506a,1507ainclude an indicia1508a,1509athat the front and rear differentials of the all-terrain vehicle2are open/disconnected. For example, the icon1506aincludes a light circle1508aat a location of the front differential indicating the status of the front differential (i.e., front differential status) is open/disconnected and the icon1506aincludes a light circle1509aat a location of the rear differential indicating the status of the rear differential (i.e., rear differential status) is open/disconnected. Similarly, in some examples, the icon1507aincludes an unlock symbol1510aat a location of the front differential indicating the status of the front differential is open/disconnected and the icon1507aincludes unlock symbol1511aat a location of the rear differential indicating the status of the rear differential is open/disconnected.

In comparison, as shown in the illustrated embodiment ofFIG.45, in response to the all-terrain vehicle2being in the fourth vehicle mode, which corresponds to the rear differentials being locked/closed/connected, the icons1506b,1507binclude an indicia1508b,1509bthat the rear differential of the all-terrain vehicle2is locked/closed/connected. For example, the icon1506bincludes a grey circle at a location of the front differential indicating the all-terrain vehicle2is operating in 2WD mode and the icon1506bincludes a dark circle1509bat a location of the rear differential indicating the status of the rear differential (i.e., rear differential status) is open/disconnected. Similarly, in some examples, the icon1507bincludes lock symbol1511bat a location of the rear differential indicating the status of the rear differential is closed/locked/connected.

In certain aspects, the one or more icons1506,1507includes an indicia1512,1513of a transfer case status. For example, as illustrated inFIGS.42-44, in response to the all-terrain vehicle2being in AWD mode, the icons1506a,1507ainclude an indicia1512a,1513aat a location of the transfer case on the icons1506a,1507a, in this example a light circle, indicating the all-terrain vehicle is in AWD. In comparison, as illustrated inFIG.45, in response to the all-terrain vehicle2being in 2WD mode, the icons1506b,1507binclude an indicia1512b,1513bat a location of the transfer case on the icons1506b,1507b, in this example a dark circle, indicating the all-terrain vehicle is in 2WD.

As another example, as illustrated inFIGS.42-44, in response to the all-terrain vehicle2being in AWD mode, the icon1507aincludes an indicia1514aat a location of the transfer case on the icon1507a, in this example a dotted line extending from the rear differential to the front differential, indicating the all-terrain vehicle is in AWD. In comparison, as illustrated inFIG.45, in response to the all-terrain vehicle2being in 2WD mode, the icon1507bincludes an indicia1514bat a location of the transfer case on the icon1507b, in this example a dotted line that extends from the rear differential but does not extend completely to the front differential, indicating the all-terrain vehicle is in 2WD. Other types of indicia can be used as well including other symbols, colors, opacity, line weight, moving dash animations, etc.

Additionally, or alternatively, in certain embodiments, the user interface204is configured to display whether power and/or torque and/or how much power and/or torque is being transferred to a specific ground-engaging member10,12. For example, as illustrated inFIGS.42-44, in response to the all-terrain vehicle2being in AWD mode, the icon1507aincludes an indicia1515at a location of the axles on the icon1507a, in this example a dotted line extending from the differentials to the ground-engaging members10′,12′ included in the icon1507, indicating power and/or torque is being transferred to all the ground-engaging members10′,12′. Additionally, or alternatively, in certain embodiments, a line weight of the dotted line and/or speed of the dotted line extending from the differentials to the ground-engaging members10′,12′ included in the icon can be used to indicate the amount of power and/or torque being transferred to a ground-engaging member. In comparison, as illustrated inFIG.45, in response to the all-terrain vehicle2being in 2WD mode, the icon1507bincludes an indicia1516at a location of the front axle on the icon1507b, indicating power and/or torque is not being transferred to the ground-engaging members10′ but power and/or torque is being transferred to the ground-engaging members12′. Other types of indicia can be used to indicate a power and/or torque transfer and/or a lack of power and/or torque transfer including other symbols, colors, opacity, line weight, moving dash animations, speed of any lines extending from/to a differential, etc.

Additionally, or alternatively, in certain embodiments, the user interface204is configured to display an indicia1517corresponding to an amount of force on one or more ground-engaging members10′,12′. For example, as illustrated inFIGS.42-45, one or more sensors can be incorporated into the all-terrain vehicle2that sense a force on one or more ground-engaging members. In response, the sensor measurements can be communicated and displayed as an indicia1517on the user interface204. In certain aspects, the indicia1517includes a direction of the force. For example, the indicia1517a,1517bincludes an arrow in a forward direction1518that corresponds to a force being applied in the forward direction1518to the ground-engaging members10′,12′. As another example, the indicia1517c,1517d,1517eincludes an arrow in a rearward direction1519that corresponds to a force being applied in the rearward direction1519to the ground-engaging members10′,12′. Additionally, or alternatively, in certain embodiments, the indicia1517includes a magnitude of the force being applied to the ground-engaging members10′,12′. For example, the magnitude of the force being applied to the ground-engaging members10′,12′ can be indicated by a length and/or amount of fill of the indicia1517. As such, the indicia1517b,1517dindicates a force is being applied to the respective ground-engaging members10′,12′ that is greater than the force being applied to the respective ground-engaging members10′,12′ for the indicia1517eand the respective ground-engaging members10′,12′ for the indicia1517a,1517c. In addition, the indicia1517eindicates a force is being applied to the respective ground-engaging members10′,12′ that is greater than the force being applied to the respective ground-engaging members10′,12′ for the indicia1517a,1517c.

Additionally, or alternatively, in certain instances, the indicia1517includes a representation of what type of force the ground-engaging member10′,12′ is experiencing. For example, an indicia1517including a first representation (e.g., color, opacity, pattern, etc.) may indicate a normal force in the forward direction1518, as illustrated by the indicia1517a,1517b. As another example, an indicia1517including a second representation (e.g., color, opacity, pattern, etc.) that is different than the first representation may indicate an engine braking force in the rearward direction1519, as illustrated by indicia1517e. As even another example, an indicia1517including a third representation (e.g., color, opacity, pattern, etc.) that is different than the first representation and the second representation may indicate an braking force due to a brake caliper174in the rearward direction1519, as illustrated by indicia1517c,1517d.

Additionally, or alternatively, in certain instances, the user interface204is configured to display an indicia1520corresponding to whether a brake caliper is engaged. For example, as illustrated inFIG.42, an indicia1520aincluding a first representation (e.g., color, opacity, pattern, etc.) may indicate the corresponding brake caliper174is engaged. As another example, an indicia1520bincluding a second representation (e.g., color, opacity, pattern, etc.) that is different than the first representation may indicate the corresponding brake caliper174is not engaged.

Additionally, or alternatively, in certain instances, the ground-engaging members10′ included in the icon1507are configured to display a direction of the ground-engaging members10′ of the all-terrain vehicle2. And, the direction of the ground-engaging members10′ included in the icon1507change in response to a change in a steering direction of the all-terrain vehicle2. For example, as illustrated inFIG.42, the ground-engaging members10′ are oriented in a forward direction1518. In comparison, as illustrated inFIG.44, the ground-engaging members10′ are oriented in a direction to the right of the forward direction1518in response to a change in the steering direction of the all-terrain vehicle2.

Additionally, or alternatively, in certain instances, the icon1507is configured to display a vehicle steering trajectory1521(e.g., predicted trajectory) of the all-terrain vehicle2. And, the vehicle steering trajectory1521(e.g., predicted trajectory) included in the icon1507changes in response to a change in the vehicle steering trajectory1521of the all-terrain vehicle2. For example, as illustrated inFIG.43, the vehicle steering trajectory1521a(e.g., predicted trajectory) is oriented in a forward direction1518. In comparison, as illustrated inFIG.44, vehicle steering trajectory1521b(e.g., predicted trajectory) is oriented in a direction to the right of the forward direction1518in response to a change in the vehicle steering trajectory of the all-terrain vehicle2due to, for example, a change in the steering direction of the all-terrain vehicle2and the brake calipers174of the inner ground-engaging members10′,12′ being applied, i.e., the brake calipers174represented by the indicia1520a. In certain instances, the vehicle steering trajectory1521can be represented by a line, symbol, and/or the like.

Additionally, or alternatively, in certain instances, the user interface204includes one or more icons1522,1523corresponding to various drive modes and/or driveline configurations of the all-terrain vehicle2. For example, the icon1522corresponds to the cutter brake mode, which may also be referred to herein as the cutter brake driveline configuration, and the icon1523corresponds to a hill descent mode, which may also be referred to herein as the hill descent driveline configuration. As set forth above and as shown inFIG.44, to allow for better and/or smaller turning radiuses, the HECU60may slow down the inner rear ground-engaging member12a′ (e.g., initiate flow of hydraulic fluid to only52a) while maintaining the speed of the outer rear ground-engaging member12b′. Additionally, or alternatively, the HECU60may slow down the inner front ground-engaging member10a′ (e.g., initiate flow of hydraulic fluid to only52a) while maintaining the speed of the outer front ground-engaging member10b′. By slowing down the inner rear ground-engaging member12a′ and/or the inner front ground-engaging member10a′, the HECU60may cause the vehicle2to achieve better and/or smaller turning radius. As stated above, this mode may be referred to herein as “cutter brake mode” and can be represented by a cutter brake mode icon1522.

In certain instances, the better and/or smaller turning radius (i.e., predicted trajectory1521b) displayed on the new user interface204may be indicated by an indicium that is different than a regular turning radius and/or vehicle steering trajectory1521a(illustrated inFIG.43). For example, in certain instances, the predicted trajectory1521bmay be indicated by a color, opacity, symbol, and/or the like that is different than the color, opacity, symbol, and/or the like for the predicted trajectory1521a, as illustrated by comparingFIGS.43and44.

Additionally, or alternatively, because the cutter brake mode is configured to initiate one or more braking calipers174of the all-terrain vehicle2, the cutter brake mode icon1522may include a countdown such that if a user of the all-terrain vehicle2does not initiate a turn within a certain amount of time, the cutter brake mode will disengage. In certain instances, the cutter break mode may be referred to herein as “cutter brake ready mode” when the cutter brake mode is initiated. In certain instances, the countdown of the cutter brake ready mode can be illustrated in the cutter brake mode icon1522as a bar, fill and/or other indicium (e.g., timer, opacity, and/or the like) that decreases as the time decreases to initiate a turn before the cutter brake mode disengages. If a user does not initiate a turn before the bar, fill and/or other indicium expires, then the cutter brake ready mode will disengage. In at least some embodiments, after a cutter brake turn is completed, the cutter brake ready mode stays engaged for the duration of a timer (repeat), or until the user taps OFF to disengage.

As another example, the user interface204includes the hill descent icon1523. In certain instances, when the hill descent mode is initiated via the hill descent icon1523, engine braking and/or one or more brake calipers174can be initiate to prevent the all-terrain vehicle2from exceeding a set speed1524(shown inFIG.45) and/or reduce the all-terrain vehicle2to the set speed1524in the event the all-terrain vehicle2is travelling faster than the set speed1524. In some instances, the set speed1524is the speed of the all-terrain vehicle2at which the brake calipers174are released. In certain instances, the set speed1524can be changed via one or more icons1525,1526. For example, the set speed can be increased via a set speed increase icon1525or decreased via a set speed decrease icon1526. In certain instances, once the hill descent mode is initiated via the hill descent icon1523, the user interface204can include a pop-up icon1527, as shown inFIG.46, and/or a slide-out icon that includes the icons1528,1529to increase the set speed1524or decrease the set speed1524, respectively. In certain instances, if the throttle pedal position208sensor senses an acceleration of the all-terrain vehicle2by the user, the hill descent mode can be disengaged in response to the acceleration. Additionally, or alternatively, in certain instances, if the brake sensor210sensor senses braking of the all-terrain vehicle2by the user, the hill descent mode can be engaged in response to the braking.

Additionally, or alternatively, the user interface204can include a hill hold icon1530(as shown inFIG.47) that, when initiated, will prevent an all-terrain vehicle2from rolling. Similarly, if the throttle pedal position208sensor senses an acceleration of the all-terrain vehicle2by the user, the hill descent mode can be disengaged.

FIG.48illustrates another example embodiment of a user interface204including a display1531of a driveline configuration of the all-terrain vehicle2. In certain instances, the display1531can be a pop-up and/or a slide out on the user interface204. As illustrated, the user interface204includes a plurality of icons1532-1538for initiating different driveline configurations of the all-terrain vehicle2. For example, the display1531can include one or more of the following: a turf icon1532that upon selection will initiate a turf driveline configuration (also referred to herein and in Table 3 above as the first vehicle mode), a trail icon1533that upon selection will initiate a trail driveline configuration (also referred to herein and in Table 3 above as the second vehicle mode), a track AWD icon1534that upon selection will initiate a track AWD driveline configuration (also referred to herein and in Table 3 above as the third vehicle mode), a track 2WD icon1535that upon selection will initiate a track 2WD driveline configuration (also referred to herein and in Table 3 above as the fourth vehicle mode), a 4×4 icon1536that upon selection will initiate a 4×4 driveline configuration (also referred to herein and in Table 3 above as the fifth vehicle mode and/or 4×4 rock crawl mode), a hill descent icon1537that upon selection will initiate a hill descent mode, and/or a cutter brake icon1538that upon selection will initiate a cutter brake mode. However, these are only examples and not meant to be limiting.

In certain instances, the user interface204discussed above can be a touch screen so that one or more of the driveline modes discussed above can be selected via touching the user interface204. Additionally, or alternatively, one or more of the driveline modes discussed above can be selected via one or more operator controls24included in the all-terrain vehicle2.

While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.