System, apparatus and method for controlling work vehicle

Abstract

A method of controlling a manually operable control element of a vehicle using a control device is provided. The control device includes at least one control actuator mechanically engaged with at least one of the manually operable control elements of the vehicle. A control circuit module of the control device receives a command signal from a control source. The control source may be a remote control operated by an operator or the control source may be an electronic control unit onboard the vehicle, the control circuit module in signal communication with the electronic control unit via a controlled area network. The control circuit module generates a signal based on a command received from the control source to cause actuation of the at least one control actuator that in turn mechanically manipulates the manually operable control element of the vehicle that is mechanically engaged with the at least one control actuator.

Description

[0001] Cross - reference to related applications

[0002] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 365,489, filed May 29, 2022, which is incorporated herein by reference in its entirety. Technical Field

[0003] The present disclosure generally relates to systems, devices, and methods for remotely controlling work vehicles, and more particularly, to systems, devices, and methods for operatively engaging a work vehicle to remotely control one or more manually controllable output elements thereof. Background Art

[0004] Many types of work vehicles, such as agricultural tractors, construction vehicles, etc., include one or more output elements, such as a power take-off (PTO) shaft or a hydraulic circuit that can be used to drive one or more features of an attached implement. These output elements are typically manually controllable and can be operated by an operator via a manually operable element, such as a control switch in the operator's cab of the work vehicle. Although in many cases, the operator may prefer to be located outside the vehicle to monitor the operation of the implement; the operator may have to remain in the cab to operate the vehicle, or may have to repeatedly enter the cab to change the operating state of the output element.

[0005] U.S. Patent No. 6,112,139 to Schubert et al. teaches devices and methods for wirelessly remotely controlling an output element coupled to a work vehicle. The output element performs an operation outside the vehicle and is actuated by an actuator controlled by an output controller in response to at least a remote control signal. The device includes a wireless remote transmitter that is movable relative to the vehicle and a wireless receiver supported by the vehicle. The transmitter has an actuatable input device for generating a command signal, a transmitter antenna, and a transmitter control circuit that receives the command signal from the input device, generates a remote control signal in response to the command signal, and applies the remote control signal to the transmitter antenna for wireless transmission to the work vehicle. The receiver includes a receiver antenna and a receiver control circuit that receives the remote control signal from the receiver antenna after transmission by the transmitter, and applies the remote control signal to the output controller.

[0006] Many work vehicles include output elements in various forms, such as a hydraulic circuit in many cases, which has a control circuit that is not actuated by a common electronic circuit of the vehicle, such that the device described in US 6,112,139 is not compatible with these types of output elements. In addition, the wired connection of the device to the electronic circuit of the work vehicle may require expertise, resulting in time-consuming and expensive installation. Summary of the Invention

[0007] According to one aspect of the present disclosure, a control device is provided that is configured to operatively engage a vehicle having one or more manually operable control elements, each of the one or more manually operable control elements having a mechanical operator interface. The control device includes: one or more control actuators, each control actuator configured to mechanically engage the mechanical operator interface of a corresponding one of the one or more manually operable control elements; a signal receiver configured to receive a command signal from a remote control; and a control circuit module functionally coupled to the signal receiver and the one or more control actuators for controlling the operation of the one or more control actuators based on the received command signal to control the operation of the vehicle.

[0008] In some embodiments, the signal receiver is a signal transceiver.

[0009] In some embodiments, the signal receiver is a wireless signal receiver.

[0010] In some embodiments, the control device further includes: at least one frame configured to be coupled to a support structure of the one or more manually operable control elements and configured to support one or more of the one or more control actuators, the signal receiver, and the control circuit module.

[0011] In some embodiments, the at least one frame is releasably coupled to an armrest and / or one or more consoles in an operator cab of the vehicle.

[0012] In some embodiments, the control device further includes: a messaging component configured to indicate an operating state of the vehicle.

[0013] In some embodiments, the messaging component includes an indicator light coupled to the vehicle at a location visible from outside the vehicle.

[0014] In some embodiments, the one or more control actuators include at least one of the following: one or more power take-off (PTO) control actuators, each PTO control actuator for engaging a mechanical operator interface of a corresponding PTO control element to control the operation of a PTO shaft of a vehicle; one or more rotational speed control actuators, each rotational speed control actuator for engaging a mechanical operator interface of a corresponding rotational speed control element to control the rotational speed of a PTO shaft; one or more hydraulic control actuators, each hydraulic control actuator for engaging a mechanical operator interface of a corresponding hydraulic control element to control the operation of a hydraulic circuit of a vehicle; one or more joystick actuators, each joystick actuator for engaging a corresponding joystick or lever of the vehicle; a steering wheel actuator for engaging a steering wheel of the vehicle; a start switch actuator for mechanically engaging a handle portion of an operator key inserted into a start switch of the vehicle to actuate the operator key and subsequently actuate the start switch to start or stop an engine of the vehicle; one or more speed control elements, each speed control element for engaging a mechanical operator interface of a corresponding speed control element to control the speed of an engine of the vehicle; and one or more actuator control elements for engaging an actuator of a work vehicle.

[0015] In some embodiments, the engine includes at least one of an internal combustion engine and a motor.

[0016] In some embodiments, at least one of the one or more hydraulic control actuators is configured to engage a mechanical operator interface of a corresponding hydraulic control switch to control the operation of at least one hydraulic valve of the vehicle.

[0017] In some embodiments, the start switch actuator includes: a start switch actuator frame for coupling to a support structure of the start switch; a wheel rotatably coupled to the start switch actuator frame, the wheel including a recess for receiving the handle portion of the operator key inserted into the start switch; and an actuator assembly coupled to the wheel for rotating the wheel and subsequently rotating the operator key to start or stop the engine.

[0018] In some embodiments, the actuator assembly includes a single actuator coupled to the wheel via a crank arm.

[0019] In some embodiments, the actuator assembly includes: a movable base; a first actuator coupling the wheel to the base; and a second actuator coupling the base to a fixed point.

[0020] In some embodiments, one of the first actuator and the second actuator is configured to rotate the turntable and then rotate the operator key between the off position and the on position of the start switch, and the other of the first actuator and the second actuator is configured to rotate the turntable and then rotate the operator key between the on position and the start position of the start switch.

[0021] In some embodiments, the first actuator is configured to rotate the turntable, and the second actuator is configured to rotate the base.

[0022] In some embodiments, the start switch actuator further includes a linearly movable rack; the turntable is a gear that engages the rack; the first actuator couples the rack to the base for linearly moving the rack relative to the base; and the second actuator is configured to linearly move the base.

[0023] In some embodiments, the start switch actuator additionally includes one or more delimiters for delimiting the rotational range of the turntable.

[0024] In some embodiments, the steering wheel actuator includes a drive wheel and one or more driven wheels, the drive wheel and the driven wheels being configured to engage the steering wheel and sandwich the steering wheel between the drive wheel and the one or more driven wheels.

[0025] In some embodiments, at least one of the one or more control actuators is coupled to a support structure; and the support structure includes: a base structure having an interface for coupling to the actuator, the interface including a longitudinal hole and a laterally extending recess intersecting the hole, a dial wheel received in the recess, the dial wheel including a hole and threads on its inner surface, and a screw extending from at least one of the one or more control actuators through the hole of the interface and the hole of the dial wheel such that the threads of the screw engage the threads of the dial wheel.

[0026] In some embodiments, the screw extends pivotally from at least one of the one or more control actuators.

[0027] In some embodiments, the control device further includes: a first emergency stop button for commanding the one or more control actuators to actuate the one or more manually operable control elements to an off state to stop the operation of the vehicle.

[0028] In some embodiments, the control device further includes: a power adapter plug that can be inserted into a power socket of the vehicle to power at least a first subset of the one or more control actuators, the signal receiver, and the control circuit module.

[0029] In some embodiments, the control device further includes: a battery module that is used to power at least a second subset of the one or more control actuators, the signal receiver, and the control circuit module.

[0030] In some embodiments, the battery module is configured to power the second subset only when the power adapter plug fails to output power; and the control circuit module is configured to command the one or more control actuators to stop the operation of the vehicle when the battery module powers the second subset.

[0031] In some embodiments, the control circuit module is configured to command the one or more control actuators to stop the operation of the vehicle after receiving a timed shutdown command signal from the remote control for a predefined duration.

[0032] In some embodiments, the remote control includes an engine button; the first press of the engine button is configured to trigger the remote control to send a first signal to the control circuit module to command the start switch actuator to actuate the operator key to the on position; and the second press and hold of the engine button is configured to trigger the remote control to send a first signal to the control circuit module to command the start switch actuator to actuate the operator key to the start position until the engine button is released.

[0033] In some embodiments, the remote control includes a second emergency stop button.

[0034] In some embodiments, the remote control includes a key slot for removably receiving a security key for enabling the remote control; and the remote control is deactivated when the security key is removed from the key slot.

[0035] In some embodiments, the remote control includes an unlock button for enabling one or more buttons of the remote control.

[0036] In some embodiments, the unlock button is configured to: enable the one or more buttons of the remote control for a predefined period of time or until any one of the one or more buttons is pressed or when the unlock button is pressed simultaneously. Description of the Drawings

[0037] To more fully understand the present disclosure, reference is made to the following description and the accompanying drawings, in which:

[0038] Figure 1 is a schematic view of a work vehicle according to some embodiments of the present disclosure, the work vehicle including one or more additional control devices for overriding the manual operation of the work vehicle and enabling its remote control from a remote control device;

[0039] Figure 2 is Figure 1 a schematic perspective view of a portion of an armrest panel of the work vehicle shown in;

[0040] Figure 3 is shown Figure 1 a schematic view of the functional structure of the work vehicle shown in;

[0041] Figures 4A to 4D shows according to some embodiments of the present disclosure Figure 1 a start switch frame assembly of the additional control device of the work vehicle shown in, wherein

[0042] Figure 4A and 4B are perspective views of the start switch frame assembly from different perspectives,

[0043] Figure 4C is Figure 4A a front view of the start switch frame assembly shown in, and

[0044] Figure 4D is Figure 4A a rear view of the start switch frame assembly shown in;

[0045] Figure 5 is Figure 1 a schematic front view of the start switch of the work vehicle shown in;

[0046] Figures 6A to 6C shows the use of Figure 4A the start switch frame assembly shown in to start Figure 1 the engine of the work vehicle shown in;

[0047] Figure 7A and 7B are according to some embodiments of the present disclosure Figure 1 perspective views of the start switch frame assembly of the additional control device of the work vehicle shown in from different perspectives;

[0048] Figure 8A and 8B are according to still some other embodiments of the present disclosure Figure 1Schematic front and rear views of a start switch frame assembly of an additional control device of a work vehicle shown in

[0049] Figure 9A and 8B are perspective views of an additional control device of a work vehicle shown in Figure 1 from different perspectives according to some embodiments of the present disclosure;

[0050] Figure 10 is Figure 9A a perspective view of a part of the additional control device shown in

[0051] Figure 11 is a photograph showing Figure 9A an example of a main frame assembly of the additional control device shown in

[0052] Figure 12A is a schematic perspective view of a remote control for remotely controlling Figure 1 the work vehicle shown in

[0053] Figure 12B is a photograph showing an example of a remote control for remotely controlling Figure 1 the work vehicle shown in

[0054] Figure 13 and shows a circuit connected to a control actuator of the additional control device shown in Figure 9A according to some embodiments of the present disclosure.

[0055] Figure 14 Describes another embodiment of an additional control device for various manually operable control elements in the form of a remote control lever for a work vehicle according to some embodiments of the present disclosure.

[0056] Figures 15A to 15D Shows an additional control device for remotely controlling a manually operable control element in the form of a joystick capable of moving in the front / rear direction and in the right / left direction for a work vehicle according to some embodiments of the present disclosure, wherein

[0057] Figure 15A is a rear upper perspective view of an embodiment of an additional joystick control device mounted to an armrest or console of a work vehicle,

[0058] Figure 15B is another perspective view of the additional joystick control device of Figure 15A viewed from the upper right side,

[0059] Figure 15C is a disassembled perspective view of the additional joystick control device of Figure 15A viewed in the same upper right perspective as Figure 15A and

[0060] Figure 15D is viewed from the lower right Figure 15A exploded perspective view of an additional joystick control device;

[0061] Figure 16 shows another embodiment of an additional control device for a work vehicle, the additional control device being for remotely controlling a manually operable control element in the form of a brake pedal.

[0062] Figures 17A to 17G shows another embodiment of an additional control device for a work vehicle, the additional control device being for remotely controlling a manually operable control element in the form of a power take-off (PTO) button, the power take-off button requiring pressing and rotating the button to engage the PTO, wherein

[0063] Figure 17A is a perspective view of an additional PTO control device mounted to an armrest or console of a work vehicle,

[0064] Figure 17B is Figure 17A exploded perspective view of an additional PTO control device of

[0065] Figure 17C is viewed from a different angle Figure 17A another exploded perspective view of an additional PTO control device of

[0066] Figure 17D is a top view of a cover of the PTO control device,

[0067] Figure 17E is Figure 17D cross-section of a cap viewed along line E-E of

[0068] Figure 17F is Figure 17D cross-section of a cap viewed along line F-F of, and

[0069] Figure 17G is Figure 17A and of an additional PTO control device viewed from the same angle as Figure 17A partial exploded and partially cut-away perspective view of Detailed Description

[0070] Now turning to Figure 1, which shows a work vehicle according to some embodiments of the present disclosure and is generally identified by the reference numeral 100. In these embodiments, the work vehicle can be an agricultural tractor, an agricultural combine harvester, or any other type of self-propelled agricultural vehicle or equipment or machine, or any type of self-propelled construction or industrial vehicle or equipment or machine, and so on. The work vehicle 100 includes a power source 102 that is used to provide power and drive to a plurality of output elements 104 (described later), and the plurality of output elements are used to operate the work vehicle 100 and one or more implements, attachments, or machines (collectively referred to as implements 108 hereinafter) that are mounted to the work vehicle 100 or pulled or towed by the work vehicle 100. For example, for an agricultural work vehicle 100 such as a tractor, the implement 108 can be any type of tillage implement, planting implement, sprayer or applicator implement, or crop or forage harvesting equipment. The implement 108 is mounted on the three-point hitch of the tractor or attached to the drawbar of the tractor or other positions on the tractor, and the implement can be coupled to the hydraulic ports of the tractor or the drawbar and power take-off (PTO) of the tractor.

[0071] As those skilled in the art will understand, the power source 102 can be any suitable source for providing power to various parts of the work vehicle 100. For example, in various embodiments, the power source 102 can be an internal combustion engine (e.g., a diesel engine, a gas engine, etc.), an electric motor, and so on.

[0072] The output element 104 can include a PTO shaft 162 having a rotational output that can be driven by the engine 102, and the PTO shaft is used to operate the implement 108 or provide power for the implement. The output element 104 can also include a hydraulic system, such as a hydraulic pump 164 that can be driven by the engine 102 or powered by the engine, and the hydraulic pump is used to generate a supply of pressurized hydraulic fluid for actuating one or more implements 108 via one or more hydraulic circuits 166. The hydraulic circuit 166 can include one or more hydraulic valves 168, and the hydraulic valves are used to control the flow of pressurized hydraulic fluid to control the operation of the implement 108.

[0073] The work vehicle 100 also includes a control panel assembly 110 that is generally supported within the operator's cab 170 of the work vehicle 100. The control panel assembly 110 includes one or more manually operable control elements 182 (see Figure 3 ), and the manually operable control elements are functionally coupled to the power source 102 and the output element 104 (collectively referred to as "operable elements" hereinafter) for controlling the operation of the work vehicle 100, the implement 108, and one or more accessory devices 112. Examples of the accessory devices 112 can be internal and external lights, linear actuators, rotary actuators, electric valves, hydraulic valves, solenoid valves, pneumatic valves, and so on.

[0074] For example, the control panel assembly 110 typically includes a manually operable start switch mounted on the start switch panel. The start switch receives an operator key press to allow rotation between an off position, an accessory position, an on position, and a start position. When the operator rotates the operator key to move the start switch from the off position to the accessory position, the accessory device of the work vehicle 100 is turned on. When the operator further rotates the operator key to the on position, all the electronic circuits of the work vehicle 100 are enabled. When the operator biases the start switch from the on position to the start position, the starter motor of the work vehicle 100 is enabled to start the engine 102. After the engine 102 ignites, the operator can release the operator key and the start switch returns to the on position to keep the work vehicle 100 in an operable state.

[0075] The control panel assembly 110 may also include an armrest panel and / or a console extending along the operator's seat (not shown). The armrest panel includes a plurality of manually operable control elements such as one or more joysticks or levers, one or more control switches, and the like. The control switch can be in the form of a push button that can be depressed or pushed to enable or disable; a two-way toggle button that can be deflected between two opposite positions (such as an on and an off position); a three-way toggle button that can be deflected from a central neutral position (e.g., forward and reverse actuation positions) to opposite positions; various forms of dials or sliders that can be adjusted to various positions for adjusting input values or parameters, and the like.

[0076] Figure 2 An example of the armrest panel 180 is shown, which includes a plurality of manually operable control elements 182 in various forms, such as one or more PTO control elements 184 (e.g., in the form of a PTO switch), one or more rotational speed (or revolutions per minute (RPM)) control elements 186, one or more hydraulic control elements 188 (e.g., in the form of a hydraulic control switch), and one or more joysticks or pull rods 190.

[0077] The PTO switch 184 is used to enable and disable the PTO shaft 162. In this example, the PTO switch 184 is a toggle switch that can be displaced between an ON position and an OFF position to respectively enable and disable the PTO shaft 162. However, those skilled in the art will understand that in some cases, the PTO switch 184 can be a single button for toggling the PTO shaft 162 ON and OFF (i.e., turning on the PTO shaft 162 if it is currently in the OFF state, or turning off the PTO shaft 162 if it is currently in the ON state). In other cases, the PTO switch 184 can include separate ON and OFF buttons that are used to respectively enable and disable the PTO shaft 162 when pressed by an operator, or the PTO can be actuated by moving a lever between an ON position and an OFF position.

[0078] The RPM control element 186 is used to control the RPM of the engine 102 and thus the RPM of the PTO shaft 162. In this case, the RPM control element 186 can include a turntable or a slider that can be adjusted to generate an appropriate control signal for the engine controller of the work vehicle 100 to change the operating RPM value. In other cases, the RPM control element 186 can include one or more buttons that can be pressed by an operator to change the operating RPM value from an idle level to a predefined and / or programmable level associated with the button. In still other embodiments, the RMP control element 186 can be a lever.

[0079] The hydraulic control switch 188 is used to control the hydraulic valve 168. In some cases, the hydraulic valve 168 can be associated with and functionally coupled to a single hydraulic switch 188 in the form of a two-way toggle switch that can be displaced from a neutral position in opposite directions towards opposite forward and reverse positions for controlling the hydraulic fluid in the corresponding hydraulic circuit 166 to be in an idle / neutral state or to flow in either of the opposite forward and reverse directions. Alternatively, the hydraulic valve 168 can be associated with and functionally coupled to a pair of hydraulic control buttons 188 such that pressing one of the buttons 188 can actuate the flow in the forward direction in the corresponding hydraulic circuit 166, and pressing the other button can actuate the flow in the reverse direction in the corresponding hydraulic circuit 166. In other embodiments, the hydraulic control switch 188 can be a lever that can be moved to open and close the associated hydraulic valve 168.

[0080] The joystick or lever 190 is generally used to control the movement of the work vehicle 100 and / or to provide power to or activate an implement 108 mounted or attached to the work vehicle.

[0081] As Figure 2As shown, each manually operable control element 182 generally includes a mechanical operator interface, such as a switch handle, a slider handle, a dial body, a joystick, or a pull rod, etc., which is held by the operator to manually operate the control element 182.

[0082] Referring again to Figure 1 , in these embodiments, one or more additional control devices 142 are coupled to the control panel assembly 110 such as the armrest panel 180 and / or the console. Each additional control device 142 includes one or more control actuators that mechanically engage the mechanical operator interface of the corresponding control element 182 to "override" its manual operation and enable remote control thereof from the remote control device 144. In these embodiments, at least one additional control device 142 may further include a signaling assembly such as one or more indicator lights 146 visible from the exterior of the work vehicle 100, which is used to indicate the operating state of the work vehicle 100.

[0083] For example, Figure 2 an additional control device 142 coupled to the armrest panel 180 is shown. The additional control device 142 includes an armrest frame 200 on which a plurality of control actuators 202 (such as linear actuators, rotary actuators, etc.) are supported to override the manual operation of the control element 182 of the armrest panel 180 and enable remote control thereof (described in more detail later). For example, the control actuators 202 of the additional control device 142 may include: one or more PTO control actuators 204 for engaging and actuating one or more PTO switches 184; one or more RPM control actuators 206 for engaging and actuating one or more RPM control actuators 186; one or more hydraulic control actuators 208 for engaging and actuating a hydraulic control switch 188; and one or more joystick actuators 210 for actuating a joystick or lever 190.

[0084] Figure 3 is a schematic diagram showing the functional structure of the work vehicle 100. As described above, the control panel assembly 110 includes an armrest panel 180 having various control elements 182 and a start switch 212 (also regarded as a control element hereinafter), which is used to receive the teeth of the operator key 214 to allow the operator to hold and turn the handle portion of the operator key 214, thereby starting the engine 102. The control panel assembly 110 also includes one or more electrical sockets 216 such as one or more 12V sockets.

[0085] In these embodiments, the additional control device 142 includes a main frame assembly 220 and a start switch frame assembly 226. The start switch frame assembly 226 includes a rigid body in the form of a rigid frame or rigid housing for coupling to the start switch 212 and receiving the start switch actuator 224 thereon or therein, the start switch actuator being functionally coupled to the main frame assembly 220 for actuating the start switch 212 upon a command from the main frame assembly 220.

[0086] Similarly, the main frame assembly 220 includes a rigid body in the form of a rigid frame or rigid housing for receiving thereon or therein a control actuator 202; a controller or control circuit module 232; a battery module 234; a relay and fuse module 248 having one or more relays and fuses; a transceiver 256; an indicator light 146; and other required components (not shown). The body may be, for example, a single molded body of a continuous, seamless, integrally molded plastic material and includes an interface shaped and sized to closely fit the profile of at least a portion of the control panel assembly 110 for coupling thereto. The main frame assembly 220 may be detachably coupled to the control panel assembly 110 using suitable means for securing the main frame assembly 220 to the control panel assembly 110 such as a strap with releasable fasteners, screws, nails, etc.

[0087] The control circuit module 232 generally includes a circuit board, a central processor, and a memory (not shown). Programming instructions are stored in the memory and may be executed by the processor to perform the various functions described herein for operating the additional control device 142.

[0088] The battery module 234 includes one or more batteries for outputting electrical power at a predefined voltage such as 12 volts (V). The battery module 234 cooperates with a diode such that the battery module can be charged by the electrical system of the work vehicle 100 but the diode does not allow electrical power to be fed back to the electrical system of the work vehicle 100.

[0089] The battery module 234 is coupled to one or more of the control circuit module 232, the transceiver 256, the control actuator 202, and other electrical components to which power is supplied. The control circuit module 232 can also be connected via a flexible lead or wire 236 to an external 12V adapter plug 238 such that when the adapter plug 238 is inserted into the power socket 216 of the control panel assembly 110, the control circuit module 232 can be powered by an external power source of the work vehicle 100. Similarly, other electrical components can also be connected to the power socket 216. For example, the transceiver 256 can be connected to the power socket 216 for power supply and the battery module 234 can also be connected to the power socket 216 for charging. Thus, when the adapter plug 238 is removed from the socket 216 or when the socket 216 of the work vehicle 100 fails, the battery module 234 can be used as backup power for the control circuit module 232.

[0090] For example, in the case of loss of external power to the control circuit module 232 from the work vehicle 100, the battery module 234 provides sufficient power such that all of the various control elements 182 and control elements 212 of the work vehicle 100 can be actuated in a manner that stops the operation of the corresponding operable elements 102 and operable elements 104. Additionally, the control circuit module 232 can be programmed to automatically respond to a detected situation where the adapter plug 238 connected to the work vehicle 100 loses power, and automatically actuate all of the control actuators 202 and control actuators 224 to their starting safe positions to deactivate the operable elements 102 and operable elements 104. This includes stopping the operation of the PTO shaft 162 and / or returning one or more hydraulic circuits 166 to their respective neutral positions.

[0091] The indicator light 146 is preferably mounted or otherwise positioned at a location that is highly visible from the exterior of the operator cab 170 in substantially all directions around the perimeter of the work vehicle 100. In some embodiments, the indicator light 146 includes a post 242 in the form of a rigid rod. In some embodiments, the mast 242 can be a telescoping pole or can be collapsible.

[0092] The transceiver 256 is configured to wirelessly communicate with the remote control 144 to receive user instructions therefrom and / or report the status of various elements of the work vehicle 100 thereto. In embodiments in which the control circuit module 232 does not have the function of reporting status to the remote control 144, the transceiver 256 can be a signal receiver that is only capable of receiving command signals from the remote control 144. Preferably, the transceiver or signal receiver 256 is a wireless transceiver or wireless signal receiver. However, those skilled in the art will understand that in some alternative embodiments, the transceiver or signal receiver 256 can be a wired transceiver or wired signal receiver.

[0093] As Figure 3 shown, the control circuit module 232 is connected to the accessory device 112 via a relay and fuse module 248 and a pin connector 250. More specifically, a flexible lead 252 of sufficient length is connected to the pin connector 250 and extends therefrom to a location external to the operator's cab 170 to connect to a pin connector 254 of the accessory device 112, thereby connecting the accessory device 112 to the control circuit module 232.

[0094] As described above, the additional control device 142 also includes a plurality of control actuators 202 of the main frame assembly 220 (including control actuators 204 to 210 that engage the control element 182 of the armrest panel 180) and a start switch actuator 224 of the start switch frame assembly 226 (engaging the handle portions of the start switch 212 and the operator key 214). The control circuit module 232 is connected to the control actuators 202 and is also connected to the start switch actuator 224 via a flexible lead 244 and a releasable pin connection 246 connected in series therewith.

[0095] Figures 4A to 4D A start switch frame assembly 226 according to some embodiments of the present disclosure is shown. As shown, the start switch frame assembly 226 includes a frame 262 on which a start switch actuator 224 is supported. The frame 262 includes an interface 264 for engaging a support structure of the start switch 212.

[0096] The start switch actuator 224 includes a gear 266, a rack 268, a linearly movable base 278, and a pair of actuator assemblies 280 and 282.

[0097] The gear disk 266 includes a recess or slot 270 at its center to receive the handle portion (not shown) of the operator key 214 therein, and includes one or more delimiting slots 272 around its edge to receive one or more delimiting markers 274 therein, such that the rotation of the gear disk 266 is limited to a predefined range by the one or more delimiting markers 274.

[0098] The rack 268 is linearly movable along a track 276 of the frame 262. The rack 268 meshes with the gear 266 to convert the linear movement of the rack 268 into a rotational movement of the gear 266.

[0099] The first actuator assembly 280 couples the rack 268 to the base 278. Specifically, the first actuator assembly 280 includes a body 284, the rear side of which is coupled to the base 278. The front portion of the body 284 includes a longitudinal bore (not shown) in which a rod 286 is movably received and a motor (not shown) that is electrically connected to the control circuit module 232 and engages the rod 286. The rod 286 extends forwardly from the longitudinal bore of the body 284 and is coupled to the rack 268.

[0100] The second actuator assembly 282 couples the base 278 to an anchor point on a fixed point such as the frame 262 of the starting switch frame assembly 226. Specifically, the second actuator assembly 282 includes a body 288, the front side of which is coupled to the base 278. The rear portion of the body 288 includes a longitudinal bore (not shown) in which a rod 290 is movably received and a motor (not shown) that is electrically connected to the control circuit module 232 and engages the rod 290. The rod 290 extends rearwardly from the longitudinal bore of the body 288 and is coupled to an anchor point on the frame 262 of the starting switch frame assembly 226.

[0101] Referring to the example showing the starting switch 212 Figure 5 , Figures 6A to 6C explain the operation of the starting switch actuator 224.

[0102] Figure 6A Shown is the starting switch actuator 224 and the handle portion of the operator key 214 received in the slot 270 of the gear 266 of the starting switch actuator 224. The starting switch actuator 224 is in the disabled state and the key 224 is in the off position (see Figure 5 ).

[0103] As Figure 6B shown, when the operator uses the remote control 144 to command the control circuit module 232 to start the work vehicle 100, the control circuit module 232 enables the motor of the first actuator assembly 280 to actuate the rod 286 to extend further out of the bore of the body 284 of the first actuator component 280. When the rod 286 is coupled to the rack 268, the rack 268 moves forward and causes the gear 266 to rotate clockwise, thereby rotating the key 214 from the off position to the on position.

[0104] As Figure 6CAs shown, when the key 214 is rotated to the ON position, the control circuit module 232 enables the motor of the second actuator member 282 so that the actuating rod 290 further extends from the hole in the body 288 of the second actuator assembly 282. When the body 288 of the second actuator assembly 282 is coupled to the base 278 and the rod 290 is coupled to the frame 262 of the start switch frame assembly 226, the start switch actuator 224 (except for the rod 290) and thus the rack 268 move forward to further rotate the gear 266 and actuate the operator key 214 to the start position and hold the operator key 214 in the start position for a few seconds to start the engine 102, or alternatively, as long as the start button on the remote control 144 is pressed (described in more detail later), hold the operator key 214 in the start position. Then, the motor of the second actuator 282 retracts the rod 290 into the hole in the body 288 of the second actuator 282, which causes the backward movement of the start switch actuator 224 and the rack 268 and the counterclockwise rotation of the gear 266 (see Figure 6B ), whereby the operator key 214 is rotated to the ON position.

[0105] When the operator uses the remote control 144 to command the control circuit module 232 to shut down the work vehicle 100, the control circuit module 232 enables the motor of the first actuator 280 to retract the rod 286 into the hole in the body 284 of the first actuator 280. The rack 268 then moves backward and causes the gear 266 to rotate counterclockwise, thereby rotating the key 214 to the OFF position (see Figure 6A ).

[0106] In some embodiments, the second actuator 282 can be activated first to actuate the operator key 214 from the OFF position to the ON position, and subsequently the first actuator 280 can be activated to actuate the operator key 214 from the ON position to the start position to start the engine 102.

[0107] Figure 7A and Figure 7B The start switch frame assembly 226 according to some alternative embodiments of the present disclosure is shown. Except that the start switch frame assembly 226 in these embodiments does not include any rack and the gear 266 is replaced by a disk rotatably coupled to the base 278 (also identified by the reference numeral 266), the start switch frame assembly 226 is similar to that shown in Figures 4A to 4D . In addition, the second actuator 282 is coupled to the frame 262 of the start switch frame assembly 226 and can move in the slot 292 thereon.

[0108] To start engine 102, first actuator 280 is configured to rotate turntable 266 to actuate operator key 214 (not shown) from an off position to an on position, and second actuator 282 is configured to further rotate base 278 (and thus turntable 266 thereon) to actuate operator key 214 from the on position to a start position.

[0109] Although not shown, in these embodiments, start switch frame assembly 226 may also include one or more delimiters for delimiting the rotational range of turntable 266.

[0110] In some alternative embodiments, second actuator 280 may be configured to actuate operator key 214 (not shown) from an off position to an on position, and first actuator 282 may be configured to further actuate operator key 214 from the on position to a start position.

[0111] Figure 8A and 8B Shown is start switch frame assembly 226 according to some embodiments of the present disclosure. As shown, start switch frame assembly 226 includes frame 262 on which turntable 266 is rotatably received. Turntable 266 includes recess or slot 270 for receiving therein the handle portion (not shown) of operator key 214. Actuator 224 is coupled to one end of frame 262 and is coupled to the other opposite end of turntable 266 via crank arm 294 for rotating turntable 266 and operator key 214 between respective operating positions.

[0112] Although not shown, in these embodiments, start switch frame assembly 226 may also include one or more delimiters for delimiting the rotational range of turntable 266.

[0113] Figure 9A and 9B Shown is additional control device 142 according to some embodiments of the present disclosure. As shown, additional control device 142 includes frame assembly 220 that houses circuits 232, 234, 248, and 256, indicator light 146, a plurality of control actuators 202 (including start switch frame assembly 226) functionally connected to control circuit module 232 for actuating control element 182 under the command of control circuit module 232, and in-cab emergency stop button 302 on frame assembly 220 for commanding control actuators 202 and 224 to actuate all control elements 182 to an off state to stop operation of work vehicle 100 and its implements 108.

[0114] In these embodiments, one of the control actuators 202 is the control assembly 304, which is used to control the steering wheel 306 of the work vehicle 100. The control assembly 304 includes a drive wheel 308A that can be actuated by a motor (not shown) under the command of the control circuit module 232, and a plurality of driven wheels 308B rotatably coupled to the frame 310. The wheel disks 308A and 308B apply pressure to the steering wheel 306 and clamp it therebetween (e.g., the drive wheel 308A above the steering wheel 306 and two driven wheels 308B below), and serve as the actuator 202 for actuating and rotating the steering wheel 306 to change the moving direction of the work vehicle 100.

[0115] The other control actuators 202 can take any suitable form as described above. In these embodiments, one or more of the control actuators 202 (such as the control assembly 202A) may have a structure for the operator to adjust its position. Details of the control assembly 202A are as Figure 10 shown.

[0116] As Figure 10 shown, the control assembly 202A includes a base 322 having an interface 324 for coupling to the actuator 326. The interface 324 includes a longitudinal hole 328 and a laterally extending recess 330 intersecting the hole 328.

[0117] The actuator 326 includes a control element adapter 342 at its front end for coupling to a control element (not shown). The rear end of the actuator 326 is coupled to a screw 344 via a pivot 346. A dial wheel 348 having holes and threads on its inner surface is received in the recess 330. The screw 344 extends through the hole 328 and the hole of the dial wheel 348 such that the threads of the screw 344 engage the threads of the dial wheel 348. Thus, the longitudinal position of the actuator 326 can be adjusted by the operator by rotating the dial wheel 348.

[0118] Figure 11 An example of the main frame assembly 220 of the additional control device 142 is shown. As shown, the main frame assembly 220 includes a housing 352 that houses: a main circuit board 354 that implements the control circuit module 232; a remote receiver system circuit board 356; and a wireless remote relay circuit board 358 that implements the transceiver 256 and is connected to a radio communication receiver antenna 360 for communicating with the remote control 144. A safety backup battery 362 is used to power the circuit boards 354, 356, and 358. The main frame assembly 220 also includes a power cord 236 for powering the circuit boards 354, 356, and 358 using an external power source (e.g., via a 12V socket 216 (not shown)).

[0119] The main frame assembly 220 includes a system status lighting system 146 that extends out of the housing 352 for indicating the status of the work vehicle 100. The system status lighting system 146 includes a plurality of lights such as a first light 364A that indicates that the remote system is engaged and the ignition button is on, a second light 364B that indicates that the PTO is engaged, a third light 364C that indicates that the engine RPM is engaged, a fourth light 364D that indicates that the first hydraulic circuit is engaged, and a fifth light 364E that indicates that the second hydraulic circuit is engaged.

[0120] The main frame assembly 220 further includes an in-cab emergency stop button 302 that is used to command one or more control actuators 202 and 224 to actuate one or more manually operable control elements to a shutdown state to stop the operation of the work vehicle 100 and the implements 108 therein. The main frame assembly 220 further includes: an ignition button module connection port (such as a six-pin connection port) for connecting to the starting switch frame assembly 226 (e.g., the motor of its starting switch actuator 224); and a user attachment port (such as a four-pin connection port) for connecting to the attachment device 112.

[0121] In some embodiments, one or more additional control devices 142 may further include one or more RPM control actuators 206 that mechanically engage one or more mechanical operator interfaces of RPM control elements 186 of a power source 102 such as the throttle of an engine (which may be an internal combustion engine or a motor, as described above) to "override" its manual operation and be capable of being remotely controlled from the remote control device 144. As will be understood by those skilled in the art, the RPM control elements 186 for controlling the RPM of the engine 102 may take various forms such as paddles, levers, dials, sliders, or multiple push buttons. Accordingly, the RPM control actuator 206 may include a linear actuator, a rotary actuator, or multiple push button actuators that are similar to those described above for engaging the corresponding RPM control elements 186 of the mechanical operator interface.

[0122] Figure 12A An example of the remote control 144 is shown. As shown, the remote control 144 includes a housing 368 that supports a plurality of buttons 370. When a button 364 is pressed by an operator, the circuit board (not shown) of the remote control 144 wirelessly transmits a corresponding command to the transceiver 256 of the additional control device 142. Upon receiving a start command signal, the control circuit module 232 then commands the corresponding control actuator 202 to actuate the associated control element 182 to operate the work vehicle 100 or its implements 108.

[0123] In this example, the remote control 144 includes a start button 372, a stop button 374, a PTO on button 376, a PTO off button 378, one or more RPM buttons 380 and 382, one or more hydraulic buttons 384, 386, and 388, and one or more accessory buttons 390 and 392. The remote control 144 may also include additional buttons 394 as needed.

[0124] The start button 372 and the stop button 374 are used to command the start switch actuator 224 to actuate the start switch 212 to start and stop the engine 102, respectively. When the start button 372 is pressed, the remote control 144 generates a start command signal and sends the signal to the transceiver 256 of the additional control device 142. When the start command signal is received from the transceiver 256, the control circuit module 232 commands the start switch actuator 224 to actuate the start switch 212 from the off position to the start position and hold the start switch 212 in the start position for a predefined duration, such as a few seconds, and then return the start switch 212 to the on position when the predefined duration expires, thereby starting the engine 102 of the work vehicle 100.

[0125] When the stop button 374 is pressed, the remote control 144 generates a stop command signal and sends the signal to the transceiver 256 of the additional control device 142. When the stop command signal is received from the transceiver 256, the control circuit module 232 commands the start switch actuator 224 to actuate the start switch 212 from the on position to the off position to stop the engine 102 of the work vehicle 100.

[0126] In some embodiments, the remote control 144 may include a single start / stop button that is used to start and stop the engine 102 of the work vehicle 100. Pressing the start / stop button when the start switch 212 is in the off position causes the start switch actuator 224 to actuate the start switch 212 from the off position to the start position and hold the start switch 212 in the start position for a predefined start duration, and then return the start switch 212 to the on position when the predefined duration expires, thereby starting the engine 102 of the work vehicle 100. On the other hand, pressing the start / stop button when the start switch 212 is in the on position causes the start switch actuator 224 to actuate the start switch 212 from the on position to the off position to stop the engine 102 of the vehicle work 100.

[0127] In some embodiments, the control circuit module 232 may be further configured to receive a timed shutdown command signal from the remote control 144. In this case, after the control circuit module 232 receives the timed shutdown command signal from the remote control 144, at the expiration of a predefined shutdown duration, the start switch actuator 224 is used to displace the start switch 212 to the off position. In this case, when the operator leaves, the work vehicle 100 is allowed to run for a period of time, such as two to five minutes, to cool down after being used for a period of time.

[0128] The remote control 144 may further include a timed shutdown button (not shown) to generate the timed shutdown command signal as described above.

[0129] The PTO on button 376 and the PTO off button 378 are used to command the PTO control actuator 204 to actuate the PTO switch 184 to the on position and the off position to turn on and turn off the PTO shaft 162, respectively.

[0130] In some embodiments, the remote control 144 may include a single PTO button for turning the PTO shaft 162 on and off. Pressing the PTO button when the PTO switch 184 is in the off position causes the PTO control actuator 204 to actuate the PTO switch 184 from the off position to the on position to turn on the PTO shaft 162. On the other hand, pressing the PTO button when the PTO switch 184 is in the on position causes the PTO control actuator 204 to actuate the PTO switch 184 from the on position to the off position to turn off the PTO shaft 162.

[0131] In some embodiments in which the work vehicle 100 includes separate PTO on and PTO off switches, the PTO on button 376 may be associated with the PTO on switch for turning on the PTO shaft 162, and the PTO off button 378 may be associated with the PTO off switch for turning off the PTO shaft 162. In some embodiments in which the remote control 144 includes a single PTO button, the PTO button is associated with both the PTO on and PTO off switches for alternately actuating the PTO on and PTO off switches.

[0132] One or more RPM buttons 380 and RPM buttons 382 are used to command one or more RPM control actuators 206 to actuate the RPM control element 186 to set the RPM to a specific value. In some embodiments, instead of having the RPM buttons 380 and RPM buttons 382, the remote control 144 may include a dial or slider for setting the RPM to a specific value.

[0133] One or more hydraulic buttons 384, 386, and 388 are used to command one or more hydraulic control actuators 208 to actuate one or more hydraulic control switches 188 toward opposite forward and reverse positions to control the hydraulic fluid in the corresponding hydraulic circuit 166 to be idle / neutral, or to flow in either of the opposite forward and reverse directions, or to actuate one or more hydraulic control switches 188 to turn on and off one or more hydraulic valves 168 of the hydraulic circuit 166.

[0134] In some embodiments, two hydraulic buttons may be associated with a hydraulic circuit 166 to displace a corresponding hydraulic valve 168 between different positions corresponding to forward and reverse actuation. In these embodiments, one hydraulic button may be associated with a corresponding hydraulic control actuator to enable a forward hydraulic control switch and another hydraulic button may be associated with another hydraulic control actuator to actuate a reverse hydraulic control switch.

[0135] Alternatively, two hydraulic buttons may cooperate with a single hydraulic control actuator, and depending on which of the two hydraulic buttons is pressed, the single hydraulic control actuator operates a single toggle hydraulic control switch on the work vehicle 100 to displace the toggle switch in opposite directions using the same actuator.

[0136] In some other embodiments, a single hydraulic button may be associated with the hydraulic circuit 166 to generate a single hydraulic command signal that will be received by the control circuit module 232. The control circuit module 232 alternates between the following two actions: actuating one or more hydraulic control actuators 208 to displace one or more hydraulic control switches 188, thereby setting the corresponding hydraulic circuit 166 to a forward state; and actuating one or more hydraulic control actuators 208 to displace one or more hydraulic control switches 188, thereby setting the corresponding hydraulic circuit 166 to a reverse state.

[0137] In some embodiments, each of the hydraulic buttons 384, 386, and 388 may be a momentary button that continues to actuate the hydraulic circuit 166 in the corresponding forward or reverse direction state as long as the button is pressed, and when the button is no longer pressed, the hydraulic circuit 166 may be actuated to a neutral state. In these embodiments, the hydraulic control switches 188 on the work vehicle 100 and the actuation of the hydraulic control actuators 208 by the control circuit module 232 may be programmed as momentary actuation buttons.

[0138] Alternatively, the hydraulic control switch 188 on the work vehicle 100 can be programmed to act as a latching switch such that momentary actuation of the hydraulic control switch 188 causes the hydraulic valve 168 to lock in either the forward or reverse state until the corresponding hydraulic control actuator 208 reaches the end of its stroke, or until the hydraulic valve 168 has been locked in the corresponding forward or reverse state for a pre-defined duration determined by the programming of the work vehicle 100. In these embodiments, momentary actuation of the hydraulic buttons 384, 386, and 388 on the remote control 144 causes the control circuit module 232 to command momentary actuation of the hydraulic control actuator 208, but the resulting actuation of the hydraulic valve 168 is latched for a pre-defined duration.

[0139] In some embodiments, the hydraulic control switch 188 on the work vehicle 100 can be a momentary button that actuates the corresponding hydraulic circuit 166 only in the forward or reverse direction as long as the hydraulic control switch 188 remains depressed. In these embodiments, the control circuit module 232 can be programmed to lock the actuation of the corresponding hydraulic switch actuator 208 for a pre-defined duration in response to a momentary hydraulic command signal from the remote control 144 caused by momentary actuation of the corresponding hydraulic button 384, 386, or 388.

[0140] The remote control 144 also includes one or more attachment buttons 390 and attachment button 392 for generating attachment command signals received by the control circuit module 232 to control the attachment device 112. Similar to the above description, a pair of attachment buttons 390 and 392 can be associated with the attachment device 112, where one attachment button 390 is for turning on the attachment device 112 and the other attachment button 392 is for turning off the attachment device 112. Alternatively, a single attachment button can be associated with the attachment device 112 for turning on and off the attachment device 112.

[0141] The remote control 144 can additionally include one or more other buttons 394 for remotely operating other elements or implements of the work vehicle 100.

[0142] Figure 12B Another example of the remote control 144 is shown. As shown, the remote control 144 includes a housing 368 having a plurality of buttons 370, an antenna 402, and a battery compartment 404. A safety tether 406 is attached to the housing 368.

[0143] Similar to the remote control described above, when the operator presses button 364, a circuit board (not shown) of the remote control 144 wirelessly transmits a corresponding command via antenna 402 to transceiver 256 of the additional control device 142. Upon receiving the start command signal, the control circuit module 232 then commands the corresponding control actuator 202 to actuate the associated control element 182 to operate the work vehicle 100 or its implement 108.

[0144] In this example, a plurality of buttons 370 of the remote control 144 include a PTO on button 376, a PTO off button 378 (similar to Figure 12A the PTO off button shown in Figure 12A ), a pair of engine RPM buttons 412 and 414 for controlling the rotational speed of the engine 102, a pair of hydraulic buttons 384, 386 (similar to

[0145] the hydraulic buttons shown in

[0146] ), and four accessory buttons 416 to 422 for controlling the accessory device 112.

[0147] The remote control 144 also includes an engine button 424. When the start switch 212 of the work vehicle 100 is in the off position and the engine button 424 is pressed, the remote control 144 sends a signal to the control circuit module 232 to command the start switch actuator 224 to actuate the start switch 212 to the on position. Then, the operator can press and hold the engine button 424 for a period of time. The remote control 144 then sends another signal to the control circuit module 232 to command the start switch actuator 224 to actuate the start switch 212 to the start position and hold the start switch 212 in the start position until the operator releases the engine button 424. The next press of the engine button 424 triggers the remote control 144 to send a third signal to the control circuit module 232 to command the start switch actuator 224 to actuate the start switch 212 to the off position to stop the operation of the work vehicle 100.

[0148] The unlock button 430 is used to "unlock" or enable one or more "special" buttons of the remote control 144 and prevent their accidental operation. More specifically, after the unlock button 430 is pressed, one or more special buttons are enabled for a predefined period of time or until any one of the one or more special buttons is pressed. Thus, each time the operator needs to operate a special button, the operator must first press the unlock button 430 and then press the desired special button within the predefined period of time.

[0149] For example, in some embodiments, the unlock button 430 is a PTO / engine starter safety unlock button 430 for unlocking the engine button 424 and the PTO engage button 376 and preventing the accidental start of the engine 102 and the PTO shaft 162. For example, the operator needs to first press the PTO / engine starter safety unlock button 428 and then press the engine button 424 as described above to start the engine 102. The operator also needs to first press the PTO / engine starter safety unlock button 428 and then press the PTO engage button 376 to activate the PTO shaft 162.

[0150] In some embodiments, one or more special buttons are enabled when the unlock button 430 is pressed and disabled when the unlock button 430 is released. Thus, the operator needs to press and hold the unlock button 430 and then press the desired special button while holding the unlock button 430 to use the desired special button to trigger the corresponding operation of the work vehicle 100.

[0151] Figure 14Another additional control device 142, generally designated by reference numeral 600, is shown for remotely controlling various manually operable control elements 182 in the form of lever control elements 682 on an armrest panel or console 180 of a work vehicle 100. In this embodiment, the additional control device 600 includes a main frame 620 that is mounted or secured to the armrest panel or console 180 of the work vehicle 100, such as by threaded fasteners, rivets, clamps, brackets, etc. The main frame 620 pivotally supports one or more control actuators 602 (which correspond to the control actuators 202 identified above and otherwise referenced in this specification) that engage one of the control levers 682. In this illustrative example, one of the control element levers 682 is an RPM or throttle lever 682a. Another is a first hydraulic lever 682b. Another is a second hydraulic lever 682c. Another is a gear shift lever / joystick 682d. Each of the levers 682a, 682b, 682c, 682d includes a corresponding actuator 602a, 602b, 602c, 602d. In this embodiment, each of the actuators 602a, 602b, 602c, 602d is an electric linear actuator that includes a base end 603, a barrel 605, and a rod 607 that is extendable from the barrel 605. An electric motor 609 drives gears within the barrel to extend and retract the rod 607 into and out of the barrel 605, as is well known in the art. The base end 603 is secured to the main frame 620 by an actuator mount 611 that allows the actuator 602 to rotate about a generally vertical pin 613. The actuator mount 611 can also move forward and backward along a slot 615 in the main frame 620 to selectively position the distal end of the rod 607 near the levers 682a, 682b, 682c, 682d when the rod 207 is fully retracted. The base end 603 of each of the actuators 602a, 602b, 602c, 602d can also pivot about a generally horizontal pin 617 relative to the actuator mount 611. A rod attachment 619 is secured to the distal end of the rod 607 of each of the actuators 602a, 602b, 602c, 602d. The rod attachment 619 can include first and second halves 619-1, 619-2. Each half 619-1, 619-2 can be configured with a profile or recess to receive the knob end or gripping end of each of the levers 682a, 682b, 682c, 682d. The halves 619-1, 619-2 can be secured together by a threaded connector 621 such that when secured together, the rod attachment 619 is firmly but removably attached to the levers 682a, 682b, 682c, 682d.

[0152] In this embodiment, the electric motors 609 of the actuators 602a, 602b, 602c, 602d are functionally connected to the control circuit module 232 and are actuated under the command of the control circuit module 232 as described in the embodiments of the additional control device 142 in conjunction with Figure 2 , FIGS. 4 to Figure 8B and Figures 9A to 11 .

[0153] It should be understood that when each of the linear actuators 602a, 602b, 602c, 602d is actuated to extend or retract the rod 607, the corresponding rods 682a, 682b, 682c, 682d will be pushed forward or backward, respectively. For example, if the rod 607 of the linear actuator 602a fixed to the throttle lever 682a is extended, the engine speed or engine RPM will increase. Similarly, if the rod 607 of the linear actuator 602a fixed to the throttle lever 682a is retracted, the engine speed or engine RPM will decrease. Similarly, if the rod end 607 of the first linear actuator 602b or the second linear actuator 602c fixed to the corresponding hydraulic lever 682b, 682c is extended or retracted, the hydraulic valve tool 10 and / or the implement 180 that controls the flow of hydraulic fluid to and from the hydraulic actuators on the work vehicle will be opened or closed. The extension and retraction of the rod 607 of the linear actuator 602d fixed to the gearshift lever / joystick 682d can perform different functions depending on the type of transmission of the work vehicle 100. For example, if the work vehicle 100 is equipped with a power shift transmission (and assuming the transmission is in the forward or reverse gear position, as opposed to the neutral or park position, or within the forward or reverse gear range), the extension and retraction of the rod 607 will move the gearshift lever / joystick 609d forward and backward, respectively, causing the transmission of the work vehicle to upshift or downshift, respectively. If the work vehicle 100 is equipped with a hydrostatic transmission (HST) or a continuously variable transmission (CVT), the extension and retraction of the rod 607 will move the gearshift lever / joystick 609d forward and backward, respectively, such that the ground speed of the work vehicle 100 increases or decreases, respectively.

[0154] Figures 15A to 15DAnother additional control device 142, generally denoted by reference numeral 700, is shown for remotely controlling a manually operable control element 182 in the form of a joystick control element 782 capable of moving in both the front / rear direction and the left / right direction. For example, the joystick control element 782 can be moved in the forward (front) direction to increase the ground speed of the work vehicle 100 and can be moved in the backward (rear) direction to decrease the ground speed of the work vehicle; the joystick control element 782 can be moved to the right to shift the work vehicle stepwise from a low speed range to a medium speed range and then from the medium speed range to a high speed range; the joystick control element 782 can be moved to the left to shift the work vehicle stepwise from the high speed range to the medium speed range and then from the medium speed range to a lower speed range. Figure 15A is a rear upper perspective view of an additional joystick control device 700 mounted or fixed to an armrest panel or console 108 of the work vehicle 100. Figure 15B is another perspective view of the additional joystick control device 700 as viewed from the upper right side.

[0155] Figure 15C is at Figure 15A the same upper right perspective view as an exploded perspective view of the additional joystick control device 700 observed.

[0156] Figure 15D is another exploded perspective view of the additional joystick control device 700 as viewed from the lower right.

[0157] As Figure 15C and Figure 15D best observed in the exploded views, for moving the joystick control element 782 in both the front and rear directions and the left / right direction, the additional joystick control device 700 includes a main frame 702 that supports a front / rear subassembly 710 capable of moving in the forward (front) direction and the backward (rear) direction relative to the main frame 702 and a right / left subassembly 730 capable of moving laterally to the right and to the left relative to the front / rear subassembly 710. The main frame 702 can be generally rectangular, having longitudinal side walls 703 extending in the front / rear direction and transverse side walls 705 extending in the right / left direction. The main frame 702 is configured to be securely mounted to the armrest or console 108 of the work vehicle 100 by threaded fasteners, rivets, or any other suitable mounting means. One of the longitudinal side walls 703 of the main frame 702 includes gear teeth 704. The top wall 707 of the main frame 702 includes front / rear guide rails 706-1, 706-2 that extend in the longitudinal (front / rear) direction and are laterally spaced apart. The front / rear subframe 710 includes a front / rear base 711. A portion of the front / rear base 711 is oriented transversely to the main frame 702 and supports a front / rear drive motor 712 that drives a front / rear gear shaft 713 (Figure 15D )。The front / rear gear 715 is fixed to the front / rear gear shaft 713. The front / rear gear 715 includes an arcuate surface 717 having gear teeth 714 that engage with the gear teeth 704 on the longitudinal side wall 703 of the main frame 702. The lower side 717 of the front / rear base 711 includes front / rear guide rail receivers 716-1, 716-2 that extend in the longitudinal (front / rear) direction and are laterally spaced apart and are configured to cooperatively and slidably receive the front / rear guide rails 706-1, 706-2 on the top wall 705 of the main frame 702. The front / rear base 711 supports the right / left drive motor 722 that drives the right / left gear shaft 723. The right / left gear 725 is fixed to the right / left gear shaft 723. The right / left gear 725 includes an arcuate surface 727 having gear teeth 724. The top side 719 of the front / rear base plate 711 includes right / left guide rails 726-1, 726-2 that extend in the lateral (right / left) direction transverse to the front / rear guide rails 706-1, 706-2 and are longitudinally spaced apart. The right / left sub-frame 730 includes right / left bases 731. A portion of the right / left base 731 is oriented transverse to the front / rear sub-frame 710 and includes an end wall 733 having gear teeth 734. When assembled, the gear teeth 724 of the right / left gear 725 engage with the gear teeth 734 of the end wall 733. The lower side 737 of the right / left base 731 includes right / left rail receivers 736-1, 736-2 that extend in the lateral (right / left) direction and are longitudinally spaced apart and are configured to cooperatively and slidably receive the right / left guide rails 726-1, 726-2 on the top side 719 of the front / rear base 711. A portion of the right / left base 731 includes a joystick attachment 738 having a hole 739 that is configured to cooperatively receive a portion of the joystick 782( Figure 15A )). In the illustrated embodiment, the joystick attachment 738 includes a first joystick attachment portion 738-1 having a first hole portion 739-1 and a second joystick attachment portion 738-2 having a second hole portion 739-2. The second joystick attachment portion 738-2 is removable from the first joystick attachment portion 738-1 such that a portion of the joystick control element 782 can be positioned within the first orifice portion 739-1. Then, the second joystick attachment portion 738-2 can be fixed to the first joystick attachment portion 738-1 using a threaded fastener 740 or other suitable attachment means, and the first and second hole portions 739-1, 739-2 are aligned and the joystick control element 782 is received within the formed hole 739.

[0158] In this embodiment, the front / rear electric drive motor 712 and the right / left electric drive motor 722 (which correspond to the control actuator 202 identified above and are otherwise referenced throughout the specification) are functionally connected to the control circuit module 232 and are actuated under the command of the control circuit module 232 as described in the embodiment of the additional control device 142 in conjunction with Figure 2 , FIGS. 4 through Figure 8B , Figures 9A to 11 and Figure 14 .

[0159] In operation, in accordance with a command from the remote control 144, the front / rear electric drive motor 712 will drive the front / rear gear 715 clockwise or counterclockwise. The gear teeth 714 of the front / rear gear 715 will engage the gear teeth 704 located on the longitudinal sidewall 703 of the main frame 702 such that the front / rear subassembly 710 moves along the front / rear guide rails 706-1, 706-2 located on the top wall 705 of the main frame 702, thereby moving the joystick control element 782 received within the joystick attachment 738 forward (front) or backward (rear), and thus increasing or decreasing the ground speed of the work vehicle, respectively. Similarly, in accordance with a command from the remote control 144, the right / left electric drive motor 722 will drive the right / left gear 725 clockwise or counterclockwise. The gear teeth 724 of the right / left gear 725 will engage the gear teeth 734 located on the end wall 733 of the right / left sub-frame 730 such that the right / left subassembly 730 moves along the right / left guide rails 726-1, 726-2 located on the top side 719 of the front / rear base 711, thereby moving the joystick control element 782 received within the joystick attachment 738 laterally to the right or left laterally, and thus upshifting or downshifting the work vehicle, respectively.

[0160] Figure 16Another additional control device 142, generally designated by reference numeral 800, is shown for remotely controlling a manually operable control element 182 in the form of a brake pedal control element 882 of a work vehicle 100. A control actuator 802 (which corresponds to the control actuator 202 identified above and is referred to throughout the specification), such as a linear actuator, includes a base end 803, a barrel 805, and a rod 807 that is extendable from the barrel 805. An electric motor 809 drives gears within the barrel to extend and retract the rod 807 from and into the barrel 805, as is well known in the art. The base end 803 may be secured to a center console or a plate (not shown) fixed to the center console or elsewhere in the operator's cab of the work vehicle 100 by an actuator mount 811. The actuator mount 811 may allow the control actuator 802 to pivot about a longitudinal pin or axis 813 and the control actuator 802 may be movable forward and backward along the longitudinal pin or axis 813 to ensure longitudinal alignment of the rod 807 of the linear actuator relative to the brake pedal control element 882. The actuator mount 811 may pivot about a transverse pin or axis 815 and the actuator mount 811 may be laterally adjustable to ensure lateral alignment of the rod end 807 of the actuator 802 with the brake pedal control element 882. It should be understood that when the linear actuator 802 is actuated to extend, the brake pedal control element 882 will be depressed, slowing and ultimately stopping the ground speed of the work vehicle 100 as the rod 807 extends further toward the floor of the operator's cab. It should also be understood that if the work vehicle 100 is equipped with right and left brake pedals, one of the right or left brake pedals will include a locking plate that may be pivoted into place to lock the right and left brake pedals together such that both brake pedals will be depressed after one of the brake pedals is depressed. Thus, if the locking plate is in place, only one actuator 802 is required to depress both the right and left brake pedals simultaneously. Alternatively, if the locking plate is not used, two linear actuators 802 (one for each of the right and left brake pedals) may be provided. The remote control 144 and the actuator 202 may be configured to be actuated (extended and retracted) simultaneously by pressing a single button on the remote control 144, or the remote control may have separate buttons for each 202 for independent actuation.

[0161] In this embodiment, the electric drive motor 809 of the control actuator 802 is functionally connected to the control circuit module 232 and is actuated under the command of the control circuit module 232 as previously described in connection with Figure 2 FIG. 4 through Figure 8B 、 Figures 9A to 11 、 Figure 14 and embodiments of the additional control device 142 of FIGS. 15.

[0162] Figures 17A to 17GAnother additional control device 142, generally designated by reference numeral 900, is shown for remotely controlling a manually operable control element 182 in the form of a power take-off (PTO) control element 982 that requires pressing a top button and lifting a flange to engage the PTO. Figure 17A Figure 17A is a perspective view of an additional PTO control device 900 located above a PTO control element 982 disposed on an armrest panel or console 182 of a work vehicle 100. The PTO control element 982 includes a top button 983 and a shaft 984. On the shaft 984 below the top button is an intermediate flange 986 and a bottom flange 988. The shaft 984 extends below the bottom flange 988 and projects through a hole 985 in the armrest panel or console 182. The bottom flange 988 engages the top surface of the armrest panel or console 182. A bottom washer 987 engages the underside of the armrest panel or console 182. A nut 989 threadedly engages the lower threaded end of the shaft 984, thereby rigidly securing the PTO control element 982 to the armrest panel or console 182. The top button 983 is vertically movable relative to the shaft 984 between a raised position and a depressed position. When the top button is depressed, the intermediate flange 986 is also vertically movable relative to the shaft 984 and relative to the top button 983. Thus, in order to manually engage or turn on the PTO of the vehicle, the operator needs to press the top button 938 with his / her thumb and then lift the intermediate flange 986 upward (usually held between the index finger and middle finger). In order to disengage or turn off the PTO, the operator simply presses the top button 930 to release the spring bias, allowing the top button 930 to spring back and thereby disengage the PTO. The PTO control device 900 is configured to mechanically perform these same tasks to engage and disengage the PTO.

[0163] Reference Figure 17A and Figure 17B and Figure 17C Figure 17C is an exploded view in which the additional PTO control device 900 includes a bracket 920. The bracket 920 includes an upper plate 922 and a lower base plate 924 connected by a vertical plate 926. Gussets 925 may be provided to enhance the rigidity of the main bracket 900. The PTO control device 900 includes first and second control actuators 902a, 902b, such as electric linear actuators. Each of the linear actuators 902a, 902b (which corresponds to the control actuator 202 identified above and is otherwise referenced throughout the specification) includes a base end 903, a barrel 905, and a rod 907 that is extendable from the barrel 905. An electric motor 909 drives gears within the barrel to cause the rod 907 to extend from and retract into the barrel 905, as is well known in the art. Each linear actuator 902a, 902b includes a rear ball joint 911 and a front ball joint 913. In Figure 17B , Figure 17C and Figure 17GThe linear actuators 902a, 902b are omitted. The rear ball joints 911 of each actuator 902a, 902b can be mounted to the upper plate 922 by a threaded connector 915 that extends through a hole 917 in the upper plate 922 and is fixed by a nut (not shown). The front ball joint 913 is fixed to the cover 930 (discussed below) by a threaded connector 915 that extends through a hole 931 in the top wall 932 of the cover 930. Since the cover 930 is removed when the PTO control device 900 is placed onto the PTO control element 982 (as discussed below), it is convenient to fix the threaded fastener head to the underside of the cover 930, where the axial portion of the threaded fastener projects through the hole 931 and the front ball joint 913 is fixed to the cover 930 using a wing nut (not shown).

[0164] The cover 930 includes a top wall 932 and a cylindrical cover side wall 934. Arcuate wall portions 936-1, 936-2 extend below the cylindrical cover wall 934, defining a gap 937 between the ends of the arcuate wall portions 936-1, 936-2. A central protrusion 938 extends downward from the bottom surface of the top wall 932 along the central axis 939 of the cover 930 into the interior of the cover 930. The inner circumferences of the cylindrical cover side wall 934 and the arcuate wall portions 936-1, 936-2 include partial spiral upper grooves 940-1, 940-2 and partial spiral lower grooves 942-1, 942-2.

[0165] A partial cylindrical base segment 950 extends upward from the lower base plate 924 of the bracket 922. The partial cylindrical base segment 950 has an outer diameter smaller than the inner diameters of the cylindrical cover wall 934 and the arcuate wall portions 936-1, 936-2. The partial cylindrical base segment 950 has an inner diameter and a front opening 955 sized to receive the front portion of the shaft 984 of the PTO control element 982. First and second base pins 954-1, 954-2 project laterally outward from the partial cylindrical base segment 950 transverse to the front opening 955.

[0166] An intermediate insert 960 is disposed between the cover 930 and the partial cylindrical base segment 950. The intermediate insert 960 includes an upper partial cylindrical segment 962 and a lower partial cylindrical segment 966 having a front opening 965. The outer diameter of the upper partial cylindrical segment 962 is substantially the same as the outer diameter of the partial cylindrical base segment 950. The upper partial cylindrical segment 962 has an inner diameter sized to receive the outer diameter of the top button 983 and the outer diameter of the intermediate flange 986 of the PTO control element 982 (see Figure 17G)。The first and second intermediate pins 964-1, 964-2 project outwardly from the upper partial cylindrical section 962 transversely to the front opening 965. The lower partial cylindrical section 966 has an outer diameter smaller than the inner diameter of the partial cylindrical base section 250 such that the lower partial cylindrical section can be received within the partial cylindrical base section 950. The difference between the outer diameter of the upper partial cylindrical section 962 and the outer diameter of the lower partial cylindrical section forms a seat 967 such that the upper partial cylindrical section 962 lies on the upper end of the partial cylindrical base section 250. It should be understood that due to the smaller outer diameter of the lower partial cylindrical section 966, the straight section extends towards the front opening 965 such that the lower partial cylindrical section 966 has a U-shape, as Figure 17B and Figure 17C best shown in. Due to this U-shape, the intermediate insert 960 is restricted from rotating within the partial cylindrical base section 950. The lower cylindrical section also includes a recess 968 defined by an upper flange and a lower flange 969-1, 969-2. The upper flange and the lower flange 969-1, 969-2 project inwardly a sufficient distance to extend above and below the intermediate flange 986 of the PTO control element 982, but define an inner diameter smaller than the shaft 984 of the PTO control element 982 such that it can pass through the front opening 965.

[0167] To place the PTO control device 900 onto the PTO control element 982, as Figure 17G shown, the cover 930 is removed, thereby exposing the open front ends 955, 965 of the partial cylindrical section 950 and the intermediate insert 960. The shaft 984 of the PTO control element 982 passes through the open front end 955 of the partial cylindrical base section 950 and the open front end 965 of the intermediate insert 960, as Figure 17G shown. The intermediate flange 986 is received within the recess 968 of the intermediate insert 960, and the top button 983 of the PTO control element 982 is received within the upper partial cylindrical section 962 of the intermediate insert 960 through the open front end 965. The cover 930 is repositioned above the intermediate insert 930 and the partial cylindrical base section 950, and the intermediate pins 964-1, 964-2 are slidably received within the respective partial helical upper grooves 940-1, 940-2 of the cover 930, and the base pins 954-1, 954-2 are slidably received within the respective partial helical lower grooves 942-1, 942-2 of the cover 930. When the cover 930 is in place, the central protrusion 938 inside the cover 930 is disposed above the top button 983 of the PTO control element 982.

[0168] In this embodiment, the electric motors 909 of the first and second actuators 902a, 902b are functionally connected to the control circuit module 232 and as previously combined with Figure 2 , Figures 4 to Figure 8B ,Figures 9A to 11 , Figure 14 , Figure 15 and Figure 16 is actuated under the command of the control circuit module 232 of the additional control device 142 as described in the embodiment.

[0169] In operation, the first and second linear actuators 902a, 902b are actuated simultaneously, where the first actuator 902a extends the rod 907 and the second actuator retracts the rod 907. Since the rod 907 is attached to the cover 930 in a manner that is offset from the central axis 939 of the cover 930, the extension and retraction of the rod 907 will force the cover 930 to rotate about the central axis 939 relative to the fixed portion cylindrical base section 950 in the clockwise direction as shown by the arrow 970 ( Figure 17A , Figure 17D ). Referring to Figure 17F , when the cover 930 rotates, since the base pins 954-1, 954-2 slide along the upper inclined length 1 of the lower helix 942, the cover 930 is forced downward toward the base 922 (and the central protrusion 938 begins to push down on the top button 983). The intermediate pin 964 travels along the upwardly inclined length 2 of the upper helix 940. When the cover 930 continues to rotate downward and the lower pins 954-1, 954-2 continue to slide along the upwardly inclined length 3 of the lower helix 942, the upper pins 964-1, 964-2 transition to the substantially horizontal length 4 of the upper helix 940, thereby keeping the intermediate insert 960 positioned on top of the fixed portion cylindrical base section 950. When the lower pins 954-1, 954-2 reach the apex of the lower helix at point 5, the top button 983 is fully depressed by the central protrusion 938. When the cover 930 continues to rotate (respectively via the continued extension and retraction of the rods 907 of the first and second actuators 902a, 902b), the upper pins 964-1, 964-2 move along the length 6 of the upper groove 940 and cause the intermediate insert 960 to rise relative to the fixed portion cylindrical base 950. Since the intermediate flange 986 of the PTO control element 982 is received within the recess 968 of the intermediate insert 960 (see Figure 17G) Thus, continued rotation of the cover 930 will cause the flange 986 to lift and lock the top button 983 of the PTO control element 982 in the ON position, thereby engaging the PTO of the work vehicle. Continued rotation of the cover 930 along the downwardly inclined lengths 7, 8 of the lower helix 942 and the upper helix 940 releases the central protrusion 938 from engagement with the top button 983, but the PTO remains in the ON position because the flange 986 is in an upward position that holds the top button 938 in the ON position. To disengage or turn off the PTO, the first and second actuators 902a, 902b are activated again to reverse their positions, whereby the rod 907 of the first actuator 902a begins to retract and the rod 907 of the second actuator 902b begins to extend, causing the cover 930 to rotate in the direction of arrow 971. As the cover 930 rotates in the direction of arrow 971, the lower pin 950 and the upper pin 960 begin to move back upward into the inclined regions 7, 8 of the slots 942, 940, causing the cover 930 to move downward again toward the cylindrical base section 950. This downward movement of the cover 930 pushes the central protrusion 938 against the top button 983, thereby releasing the downwardly biased flange 986 from its raised locked position and disengaging the PTO.

[0170] Based on the foregoing, it should be understood that the additional control device 142 can be customized to fit different makes and / or models of work vehicles 100. Additionally, in some embodiments, the additional control device 142 can be modularized such that different control actuator assemblies 202 can be detachably attached to the main frame assembly 220 and functionally connected to the control circuit module 232 to accommodate different makes and / or models of work vehicles 100.

[0171] In the above embodiment, the actuator is a linear actuator similar to that Figures 4A to 4D shown. Each actuator includes a motor functionally connected to the control circuit module 232 that is operative to drive the actuator under the command of the control circuit module 232. Those skilled in the art will understand that in other embodiments, the actuator can be other suitable types such as rotary actuators and the like.

[0172] In some embodiments, each control actuator 202, 224 (also respectively identified and cross-referenced by reference numerals 602, 712, 722, 802, 902 in the corresponding embodiments 600, 700, 800, 900 of Figure 14 、 Figures 15A to 15D 、 Figure 16 、 Figures 17A to 17D respectively) is coupled to a respective motor controlled by a respective relay to implement the above-described emergency stop function. Figure 13 Examples are shown.

[0173] As Figure 13As shown, relay 500 includes a coil 502 and two switches 504A and 504B (collectively identified by reference numeral 504). Each switch 504 includes a first terminal 506, a second terminal 508, and a wiper 510, where the wiper 510 is switchable between the first terminal 506 and the second terminal 508 and is defaultly (i.e., when the coil 502 is de-energized) connected to the first terminal 504.

[0174] The coil 502 is connected to common ground at one end and to an external power source via a control circuit module 232 (not shown). The battery 234 connects the common ground to the first terminal 506B of the second switch 504B and also connects the common ground to the second terminal 508A of the first switch 504A. The first terminal 508A of the first switch 504A and the second terminal 508B of the second switch 504B are connected to common ground. The wipers 510A and 510B of the first switch 504A and the second switch 504B are connected to the DC motor 512 of the control actuator 202 or the actuator 224.

[0175] In operation, the control circuit module 232 can connect or disconnect the coil 502 from the external power source. When the coil 502 is connected to the external power source, the coil 502 is energized and causes the wipers 510A and 510B to connect to the second terminal 508A and the second terminal 508B, respectively, thereby powering the DC motor 512 of the control actuator 202 or the actuator 224 to actuate the corresponding control element (not shown). When the coil 502 is disconnected from the external power source, the coil 502 is de-energized, causing the wipers 510A and 510B to return to their default positions, i.e., connected to the first terminal 508A and the first terminal 508B, respectively, thereby reversing the current of the DC motor 512 of the control actuator 202 or the actuator 224 and causing the actuated control element to return to its default off position.

[0176] In the case of loss of external power for the control circuit module 232 from the work vehicle 100, the coil 502 is de-energized and the wipers 510A and 510B return to their default positions, i.e., connected to the first terminals 508A and 508B, respectively, thereby reversing the current of the DC motor 512 of the control actuator 202 or the actuator 224 and causing the actuated control element to return to its default off position.

[0177] In some embodiments, one or more of the control actuators 202 and 224 (in Figure 14 , Figures 15A to 15D , Figure 16 , Figures 17A to 17DIn corresponding embodiments 600, 700, 800, 900 (also respectively identified and cross-referenced by reference numerals 602, 712, 722, 802, 902 in the accompanying drawings), it may include an actuator limiter adjustable by an operator to adjust the actuation range. For example, the control actuator 202 includes a bounding squeezer that moves as the control actuator 202 is actuated and a range limit switch. The position of at least one of the bounding squeezer and the range limit switch can be adjusted by the operator. In operation, when the actuator 202 is actuated, the bounding squeezer moves with the actuation. When the bounding squeezer contacts and presses the limit switch, the limit switch disconnects the motor of the actuator 202 and stops its actuation.

[0178] Using the various additional control devices 142 disclosed herein, one can easily convert the work vehicle 100 into a remotely controllable vehicle without modifying its electrical and / or hydraulic circuits. The modification to the work vehicle 100 can be minimal and can only involve using appropriate fastening means such as threaded fasteners, glue, straps, quick-release pins, etc.) to mount the various components of the additional control device 142 to the appropriate positions on the work vehicle 100, and then engaging the control actuator 202 with the corresponding manually operable control element 182. In fact, the control actuator 202 mimics a human finger / hand to obtain / allow the movement of the manually operable control element 182.

[0179] In operation, the operator can stay outside the cab of the work vehicle 100 (e.g., near the implement 108) and use the remote control 144 to start the engine 102 of the work vehicle 100, and then actuate the control element 182 to operate the corresponding functions of the work vehicle 100 and its implement 108 as needed. The status of the engine 102 and the control element 182 (e.g., wireless remote system on / off, engine on / off, engine RPM high / low, PTO on / off, hydraulic valve 1 on / off, and hydraulic valve 2 on / off) can be indicated by the indicator light 146 in an appropriate manner, such as using different colors or different pulse patterns, so that the operator outside the cab can see these statuses.

[0180] Although the additional control device 142 is well-suited for converting the work vehicle 100 into a remotely controllable vehicle, the additional control device 142 can be adapted to automatically operate the manually controllable elements 182 of the semi-autonomous or supervised autonomous work vehicle 100.

[0181] Semi - autonomous work vehicle

[0182] In the agricultural industry, for example, tractors, combines, sprayers, and other agricultural vehicles (collectively referred to hereinafter as "agricultural vehicles") now typically drive themselves substantially across a field during tilling, planting, spraying, and harvesting operations. These so-called hands-free, autonomous, or auto-steer agricultural vehicles 100 still require an operator to physically steer the agricultural vehicle 100 at certain times while sitting in the vehicle seat to avoid obstacles or conditions that are not conducive to hands-free operation within the field or other areas. Additionally, the actual steering of the agricultural vehicle 100 from one end of the field to the other is controlled by an automated guidance system ("AGS") that relies on precise global positioning system (GPS) technology, such as real-time kinematic (RTK) positioning. The AGS can be one of the vehicle's numerous electronic control units (ECUs), or the AGS can be a third-party or aftermarket ECU. The AGS and other ECUs on the vehicle (whether original equipment or third-party) utilize a controller area network (CAN) for data communication, which is typically based on the ISO 11783 protocol developed for agricultural equipment. The AGS in combination with other ECUs receives signals from multiple sensors on the vehicle 100 and / or implement 108 (e.g., engine speed sensors, ground speed sensors, GPS, etc.) to automatically steer the vehicle along a preset route across the field and travel at a preset ground speed, which is set by the operator via a user interface on one or more in-vehicle monitors or mobile devices (collectively referred to as "monitors"), which also communicate with the CAN. The monitors typically include a graphical user interface (GUI) and a display screen through which the operator inputs and views vehicle setting information, field boundaries, and other operating parameters and performance of the vehicle 100 and implement 108.

[0183] In these semi-autonomous vehicles 100, the operator will set the initial desired path for the vehicle to cross the field (i.e., the "AB line") via the monitor, as well as the desired engine speed, desired ground speed, and other necessary inputs, such as the field boundaries, the width of the implement, the offset of the GPS receiver relative to the implement, etc. Once the AB line and other user inputs are entered via the monitor, the operator will physically maneuver the agricultural vehicle 100 and implement 108 to align with the AB line. When the agricultural vehicle 100 and implement 108 are aligned with the AB line, the operator physically manipulates the control elements 182 (buttons, levers, switches, etc.) on the control panel 110 to place the implement in the working state, which may include lowering the implement to an appropriate height relative to the ground, engaging the power take-off (PTO), and engaging hydraulic, electric, or pneumatic motors, fans, pumps, etc., depending on the vehicle 100 and implement 108 being used. Then, before enabling the AGS, the operator will start physically driving the agricultural vehicle 100 and implement 108 along the AB line at or near the desired engine speed and ground speed. Once enabled, the AGS will control the steering of the vehicle and adjust the engine speed and gear as needed to maintain a preset driving speed. When the agricultural vehicle 100 and implement 108 approach the field edge at the other end of the field, the operator will disengage the AGS and physically manipulate the various control elements 182 (buttons, control levers, switches, etc.) on the control panel 110 to move the implement out of the working position (e.g., raising the implement above the soil), lowering the engine speed, downshifting, etc., and then turn the vehicle and align the implement with the next AB line to cross the field next. Once aligned, the operator again physically manipulates the control elements 182 to place the implement in the working state again and starts driving along the next AB line until the AGS is engaged again to control the steering, engine speed, and ground speed of the vehicle until reaching the other end of the field or until operator control is required. This process is repeated until the field work is completed. Thus, it should be understood that the more mundane tasks of driving the agricultural vehicle are automatically controlled by the AGS, allowing the operator to focus on other operating functions or performance of the vehicle 100 and / or implement 108.

[0184] Supervised autonomous work vehicle

[0185] Supervised autonomous vehicles 100 are those where the operator directly supervises the autonomous vehicle on-site, but the operator does not need to be present inside the vehicle. Supervised autonomous vehicles can include "master and slave" vehicle arrangements or a single vehicle supervised by a remote operator.

[0186] In a master and slave supervised autonomous arrangement, there is a guided "master" vehicle with a supervising operator and an unmanned "slave" vehicle that communicates wirelessly with the guided operating vehicle. The master vehicle is typically equipped with AGS and GPS / RTK positioning technologies as well as the various ECUs and sensors associated with semi-autonomous vehicles as described above. The operator on the operated master-guided vehicle determines the speed and direction of the vehicle, performs the physical task of moving the guided vehicle and implements into and out of the working position, activates and deactivates the AGS of the guided vehicle, and physically steers the guided vehicle at the edge of the field or in other areas. These commands are wirelessly transmitted to the unmanned slave vehicle, which mimics the commands and actions performed by the supervising operator in the master-guided vehicle.

[0187] In a single vehicle supervised autonomous arrangement, the vehicle is essentially a semi-autonomous vehicle as described above, but the supervising operator is outside or away from the vehicle. In a single vehicle supervised autonomous arrangement, the ECU of the vehicle can be programmed to autonomously perform most of the operations that would otherwise be physically performed by an operator sitting in the seat of the semi-autonomous vehicle, or the supervising operator can perform remotely the operations that would otherwise be performed in person by an operator sitting in the seat of the semi-autonomous vehicle.

[0188] It should be understood that for the semi-automatic agricultural vehicle 100 or the master-slave supervised autonomous vehicle 100, additional control devices 142 can be used to automatically perform some or many of the tasks that are typically performed by an operator sitting in the cab of the semi-automatic agricultural vehicle 100, or by an operator sitting in the cab of the master vehicle of the master / slave supervised autonomous vehicle, or remotely by an operator in a single vehicle supervised autonomous vehicle. Additionally, the additional control device 142 can be used in the slave vehicle of the supervised autonomous vehicle device. Similarly, a fully autonomous agricultural vehicle can be equipped with an additional control device 142 to perform certain operations controlled by the ECU. In each semi-autonomous, supervised autonomous, or fully autonomous agricultural vehicle, the control circuit module 232 can be connected to the CAN system of the vehicle. The control circuit module 232 can include circuitry and programs to convert CAN messages generated by the ECU into analog signals, thereby actuating the control actuator 202 of the additional control device 142 to manipulate the control element 182 that would otherwise be manipulated by an operator (in the cab or remotely).

[0189] For example, for a semi-automatic agricultural vehicle 100, when the GPS on the agricultural vehicle 100 detects that the vehicle is approaching the head of a field, the ECU associated with the GPS and AGS can generate a CAN message that is received by the control circuit module 232. The control circuit module 232 can be programmed to actuate certain control actuators 202 on the additional control device 142. For example, it can cause the vehicle 100 to reduce the throttle to lower the ground speed, downshift as needed, raise the implement from the working position, and turn the vehicle 100 to align with the next AB line to start a new pass through the field. Once the GPS and AGS confirm that the vehicle 100 is aligned with the AB line for the next pass through the field, the ECU associated with the GPS and AGS can generate another CAN message that is received by the control circuit module 232 to actuate certain control actuators 202 on the additional control device 142 to lower the implement to the working position, increase the throttle, and / or shift gears to match a preset desired ground speed.

[0190] It should be understood that when the additional control device 142 is used with semi-autonomous and supervised autonomous vehicles, the system can be used without the remote control 144 because the control actuators 202 of the additional control device 142 can be actuated via an interface with the vehicle ECU and CAN.

[0191] Based on the foregoing, it should be understood that a method of controlling the manually operable control element 182 of the vehicle 100 includes installing the control device 142 in the vehicle 100 near the manually operable control element 182 of the vehicle 100 such that at least one control actuator 202 of the control device 142 is mechanically engaged with at least one manually operable control element 182 of the vehicle 100. The control circuit module 232 of the control device 142 receives a command signal from a control source. The control source can be the remote control 144 operated by an operator. Alternatively, the control source can be one or more ECUs on the vehicle 100, and the control circuit module 232 communicates signals therewith via CAN. The control circuit module 232 generates a signal based on the command received from the control source to cause the actuation of the control actuator 202. The actuation of the control actuator 202 mechanically manipulates the manually operable control element 182 of the vehicle 100 that is mechanically engaged with the control actuator 202. The vehicle 100 can be any of the vehicles described above, including but not limited to semi-autonomous vehicles and supervised autonomous vehicles.

[0192] Although work vehicles and agricultural vehicles have been described in the above embodiments, those skilled in the art will understand that in other embodiments, the vehicle 100 can be any suitable vehicle.

[0193] While the embodiments have been described above with reference to the accompanying drawings, those skilled in the art will appreciate that changes and modifications can be made without departing from the scope defined by the appended claims.

Claims

1. A method of controlling a manually operable control element of a vehicle, the method comprising: Installing a control device in the vehicle near the manually operable control element of the vehicle, the control device having at least one control actuator in electrical communication with a control circuit module, the control circuit module being adapted to receive commands from a control source; Mechanically engaging the at least one control actuator of the control device with at least one manually operable control element of the manually operable control elements of the vehicle; The control circuit module generating a signal based on the received command to cause actuation of the at least one control actuator, wherein actuation of the at least one control actuator mechanically manipulates the manually operable control element of the vehicle that is mechanically engaged with the at least one control actuator; Wherein the manually operable control element is one of the following: A joystick control element that is movable in a front and rear direction and in a right and left lateral direction, wherein the control device is a joystick control device capable of moving the joystick control element in both the front and rear direction and the right and left lateral directions; A brake pedal control element that is movable between a raised position and a depressed position, wherein the control device is a brake pedal control device capable of moving the brake pedal control element from the raised position to the depressed position; A PTO control element having a top button that is pushed downward and twisted to engage the PTO of a work vehicle, wherein the control device is a PTO control device capable of pushing downward and twisting the top button of the PTO control element to engage the PTO.

2. The method according to claim 1, wherein the control source is a remote control.

3. The method according to claim 1, wherein the control source is a Controller Area Network (CAN) that signals communicates with the control circuit module.

4. The method according to claim 1, wherein the joystick control device includes a front / rear actuator configured to move the joystick control element in the front and rear direction and a right / left actuator configured to laterally move the joystick control element in the right and left directions.

5. The method according to claim 1, wherein the PTO control device covers, a first actuator and a second actuator, the method further comprising: Positioning the cover to receive the top button and the flange; Actuating the first actuator to engage the cover with the top button and push the top button downward, and while the top button is being pushed downward, lifting the flange to engage the PTO.

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