Work Vehicle with Detachable Control That Changes Operation Based on Signal from Platform Sensor

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

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

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

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

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

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

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

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

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

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

As illustrated in the schematic view of, a work vehicleaccording to an example embodiment includes a traction systemand an implement systemcoupled to a chassis. The vehiclecan further include an energy source, one or more electric motorsthat power the traction system, and a hydraulic pumpto provide power to the implement system. The vehiclecan includes operator controlsfor receiving user inputs. The vehicleincludes a system controller, e.g., a control board, processor, system on a chip, or the like that governs various operations of the work vehicle. The controlleris electrically coupled to other component of the vehiclevia wires, data busses, power interfaces, and the like. For purposes of illustration and not limitation, bold solid lines inindicate a mechanical coupling, bold dotted lines indicate electrical power coupling, and dashed lines indicate control signals.

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

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

The platform sensormay include a mechanical switch (e.g., limit switch, push button switch), a Hall effect sensor, a potentiometer, an optical switch, a proximity sensor (e.g., ultrasonic), a pressure sensor, an infrared sensor, a laser sensor, a camera, etc. To sense the weight of the operator on the platform, a biasing membersuch as a torsion spring, compression spring, polymer bumper, or the like may be used in conjunction with the platform sensorto detect the weight of the operator on the platformthereby signaling the riding mode.

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

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

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

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

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

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

In, a perspective view shows details of a work vehicleaccording to an example embodiment. The traction systemin this embodiment comprises continuous tracksthat each move about road wheelsand a drive wheel. The implement systemincludes an arm assembly with loader armsthat each rotate around a pivotin response to extension and retraction of a respective lift cylinder. A mount plateis at an end of the armsand provides a mechanical interface for holding a work attachment (not shown). A tilt actuator(also referred as a curl cylinder) extends and retracts to tilt the work attachment. A hydraulic line may be located proximate the mount plate to facilitate powering an auxiliary function of an attachment. In some embodiments, the mount plate(or some other nearby structure) may include an electrical interface for providing electrical power and/or or signal connectivity to an attachment instead of or in addition to hydraulic power.

The operator platformincludes a traction platethat functions as a non-slip standing surface for the operator. A pair of spring-loaded locking pins(only one pinseen in this view) are retracted to allow the operator platformto be put in the stowed position. The locking pinseach include an outward facing knob that enables the operator to grasp and pull the pinsoutward. The operator platformrotates about pivotduring the transition between stowed and deployed positions. In, perspective views shows details of the operator platformshown in

In the view of, the operator platformis in the deployed position. Visible in this view is the platform sensor(a push-button switch), a locking sloton the far side, and both locking pins. The locking pinsare engaged in slotson either side in the deployed position. The operator platformis linked via a curved linkageto an operator support pad. In the view of, the operator platformis in the stowed position. Both locking slotscan be seen in this view, as can the plunger of the platform sensor. Located on a lower vertical wallof the chassis are biasing members, which in this example are polymer bumpers. Another set of polymer bumpersare shown having a different height (as measured normal to the wall) than the biasing member. An edge supportof the operator platformrides against at least one of the biasing membersand bumpersin the deployed position.

The biasing membersare designed (e.g., via selection of geometry and material stiffness) to deflect inwards toward the wall in response to weight on the traction plate, which creates a moment about the pivotand forces the edge supporttowards the wall. If the weight is sufficient, the biasing memberswill deflect until the edge supportrests against the bumpers, which increases the reaction forces against the platformand prevents further significant rotation in this direction. When the biasing membershave deflected a certain amount, the platform sensorwill be triggered (e.g., closing or releasing contacts in the switch), thereby signaling the riding mode.

As noted above, the detection of the riding and walk-behind modes via the platform sensorcan be used to affect operational parameters of the traction system, e.g., affecting forward and reverse speed, turn rate, and the like. The mode detection can also affect operation of the implement systemand/or the controls. Ina perspective view shows controlsof the vehicleto illustrate how the controls can be affected by modes detected with the platform sensoraccording to example embodiments. On the left side of the control sectionis a traction control, which is a dual joystick arrangement in this example. The traction controlallows single-handed control of both forward and reverse motion of the traction system, as well as turning. Further information about the construction and operation of the traction controlcan be found in U.S. Pat. No. 9,970, 176, dated May 15, 2018.

On the right side of the control sectionis an implement control, which provides operator control of the implement system. In this example, the implement controlis a single joystick which can raise and lower arms when moved in forward and reverse directions. Generally, the right-left movement of the implement controlextends or retracts the tilt actuator(see) which can be used for curl, dump, tilt, float, etc., of the attachment.

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

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

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

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

As shown in, the work vehiclemay be compatible with various attachments. For purposes of illustration, specific attachments may include a grapple rake, an auger, and a bucket, although it will be understood that a much larger variety of attachments are typically available. Each of the attachments,,includes a respective mechanical interface,,that is compatible with the mechanical interface of the work vehicle.

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

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

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

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

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

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

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

In, diagrams schematically show different scenarios where operator proximity sensing may be employed according to various embodiments. In, the vehicleis shown in riding mode, in which an operatoris located on the platform. In previous embodiments, a single sensor (e.g., switch) was used to determine that the platformwas deployed with the weight of the operatorexerted on the deployed platform. In this case, the previously described platform sensormay provide an indication of proximity to the platform. In other embodiments, one or more sensors may provide separate signals for any combination of platform up, platform-down-unweighted, and platform-down-weighted. This could further be used to tailor the operation of the traction systemand implement system. For example, it may not be desirable to allow the operatorto propel the vehiclewhile off of the platformand with the platformfolded out, as this could impede access to the controls. However, this may be acceptable for purposes of operating the implement system, e.g., allowing the operator to temporarily step down to get a better view of the implement and/or workspace.

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

In, the operatoris off of the platformbut still proximate the vehicle. The platformis shown folded down, but could be folded up as well. The close proximity between the operatorand vehicleis indicated by first distance, which may approximately be considered an arm's length distance. If the first distancecan be accurately measured from the controls, it may be another sensor indication of vehicle being in walk-behind mode. In, the operatoris off of the platformfurther away the vehiclethan in, by second distance. The second distancemay be a distance that is greater than arm's length but not so far that the operatordoes not have a good view of the vehicleand/or attachment. This may allow for some remote control functions, as indicated by detachable control section

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

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

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

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

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

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

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

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

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