Control system for turf roller

Abstract

A turf roller can include a chassis, a roller assembly supporting the chassis, a steering arrangement to control an angular direction, a drive arrangement for rotation, and an operator station with at least one input control member and an electronic controller sending output commands to the steering and drive arrangements, the controller can feature a normal operating mode and an automatic offset path mode. In normal mode, controller responds to input signals from the control member, controlling steering and drive. In automatic offset path mode, activated by a specific input signal, the controller steers the roller from an initial drive path onto a second, offset path.

Description

CONTROL SYSTEM FOR TURF ROLLERRELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Patent Application Serial No. 63 / 553,481, filed on March 14, 2024, and claims priority to U.S. Provisional Patent Application Serial No. 63 / 568,798, filed on March 22, 2024, the entireties of which are incorporated by reference herein.TECHNICAL FIELD

[0002] The present invention generally relates to turf maintenance equipment, and more particularly to a turf roller system for improved control during turf rolling and maintenance operations.BACKGROUND

[0003] A turf roller is a type of ride-on machine used primarily for rolling greens, tennis courts, and other fine turf surfaces on well-maintained lawns in parks, golf courses, sports fields, and on commercial grounds. Turf rollers typically have one or more rollers that contact and compress the turf surface in order to provide a desired surface. This type of rolling can also improve the health of the turf. In typical examples, an operator controls the speed and forward / reverse function of the turf roller through the use of one or more foot pedals while controlling steering through a mechanical input device such as a lever or steering wheel. Improvements are desired.SUMMARY

[0004] Embodiments described herein can provide a turf roller system, and may incorporate various aspects as disclosed herein in any combination. In one aspect, the system includes a chassis that forms the foundation of the turf roller. In one aspect, a roller assembly can be employed to support the chassis, enabling the device to compact soil or turf. In one aspect, a steering arrangement can be operably coupled to the roller assembly, to maintain an orientation of the turf roller within a predefined angular limit during transitions between paths. In one aspect, an electronic controller is configured tointerpret an offset path mode signal and accordingly adjust the steering to transition between different drive paths with minimal changes in vehicle heading.

[0005] In one aspect, the electronic controller can be configured to steer the turf roller so that subsequent drive paths are parallel, overlap, or extend at an oblique angle to the initial path, according to the specific requirements of the turf maintenance task. In one aspect, the controller is capable of issuing a command to halt the roller prior to initiating a new path. In one aspect, the system can calculate and execute steering onto a new path after traveling a set distance, facilitating consistent and accurate path alignment.

[0006] In one aspect, the controller is capable of executing complex maneuvers, such as an S-tum, to guide the turf roller from one path to another. In one aspect, the system includes a joystick or thumbstick within its input mechanism, allowing for intuitive steering and drive control. In one aspect, a dedicated selector, potentially in the form of a simple button, is provided for users to easily engage the offset path mode, enhancing the user experience and operational efficiency of the turf roller.

[0007] Embodiments described herein can provide a turf roller system equipped with speed modulation capabilities, and may incorporate various aspects as disclosed herein in any combination. In one aspect, the system includes a chassis that serves as the structural foundation of the turf roller. In one aspect, a roller assembly is mounted on the chassis, facilitating effective soil or turf compaction. In one aspect, a drive arrangement is operably coupled to the roller assembly, enabling rotational control of the roller for ground coverage.

[0008] In one aspect, an operator control input, such as a joystick or thumbstick, allows the user to easily command the movement and speed of the turf roller. In an additional aspect, the system is equipped with an electronic controller that interprets the operator's input signals and accordingly adjusts the drive arrangement's operation to match the desired speed and direction. In one aspect, the electronic controller features a dual-mode functionality, including a first operating mode for standard operation and a reduced speed mode for situations requiring slower, more controlled movement.

[0009] In one aspect, the controller reverts to the first operating mode when the control input is returned to a neutral position, and, in some embodiments, after the cessation of the reduced speed mode signal. In one aspect, when in reduced speed mode,the electronic controller reduces the drive commands, ensuring the turf roller moves at a slower, more controlled pace, which can be particularly useful during certain tasks.

[0010] In one aspect, the system includes an indicator, providing visual feedback to the operator when the turf roller is operating in reduced speed mode, enhancing user awareness and operational safety. In one aspect, the inclusion of a towing hitch allows the turf roller to be easily transported or attached to a towing vehicle.

[0011] A variety of additional inventive aspects will be set forth in the description that follows. The inventive aspects can relate to individual features and to combinations of features. It is to be understood that both the forgoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the broad inventive concepts upon which the embodiments disclosed herein are based.BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The accompanying drawings, which are incorporated in and constitute a part of the description, illustrate several aspects of the present disclosure. A brief description of the drawings follows.

[0013] Figure 1 is a front top perspective view of a vehicle (e.g., a turf roller) having features in accordance with the present disclosure.

[0014] Figure 2 is a top view of the vehicle shown in Figure 1.

[0015] Figure 3 is a bottom view of the vehicle of Figure 1.

[0016] Figure 4 is a rear side view of the vehicle of Figure 1.

[0017] Figure 5 is a left side view of the vehicle Figure 1.

[0018] Figure 6 is a cross-sectional view of the vehicle of Figure 1.

[0019] Figure 7 is a top view showing steering linkage aspects of the vehicle ofFigure 1.

[0020] Figure 8 is a perspective view showing steering linkage aspects of the vehicle of Figure 1.

[0021] Figure 9 is a perspective view of an operator station of the vehicle of Figure 1.

[0022] Figure 10 is an alternate perspective view of the operator station of Figure 9.

[0023] Figure 1 1 is a schematic view of a control system usable with the vehicle of Figure 1.

[0024] Figure 12 is a method of automatic manipulation of the vehicle of Figure 1.

[0025] Figure 12A is an example method of automatic manipulation of the vehicle ofFigure 1.

[0026] Figure 12B is an example method of automatic manipulation of the vehicle of Figure 1. Figure 13 is a schematic plan view of a path of the vehicle of Figure 1, travelling along and between a first path and a second path, during execution of the method depicted in Figure 12.

[0027] Figure 14 is a schematic plan view showing an orientation of the vehicle during travel along the first path and the second path, and at a transition point therebetween.

[0028] Figure 15 is a schematic plan view of a first example of a travel path of the vehicle.

[0029] Figure 16 is a schematic plan view of a second example of a travel path of the vehicle.

[0030] Figure 17 is a schematic plan view of a third example of a travel path of the vehicle.

[0031] Figure 18 is a schematic plan view of a fourth example of a travel path of the vehicle.

[0032] Figure 19 is a schematic plan view of a fifth example of a travel path of the vehicle.

[0033] Figure 20 is a schematic plan view of a sixth example of a travel path of the vehicle.

[0034] Figure 21 is a schematic plan view of a seventh example a travel path of the vehicle.

[0035] Figure 22 depicts a schematic plan view of a first physical path of the vehicle of Figure 1 executing automatic offsets near a peripheral edge of a confined turf area.

[0036] Figure 23 depicts a schematic plan view of a second physical path of the vehicle of Figure 1 executing automatic offsets near a peripheral edge of a confined area.

[0037] Figure 24 depicts the vehicle of Figure 1 in a towing configuration.

[0038] Figure 25 depicts the vehicle of Figure 1 in a towed roller configuration.

[0039] Figure 26 depicts the vehicle of Figure 1 in a self-powered roller configuration.

[0040] Figure 27 depicts a method of operating the vehicle of Figure 1 in a reduced speed mode.

[0041] Figure 28 depicts a schematic execution of the reduced speed mode according to the method depicted in Figure 19.

[0042] Figure 29 is a perspective view of an operator manipulating the vehicle of Figure 1 in a reduced speed mode.

[0043] Figure 30 is a schematic top view of a vehicle having features in accordance with the present disclosure.

[0044] Figure 31 is a schematic front view of the vehicle depicted in Figure 30.

[0045] Figure 32 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a first chassis configuration, and being shown in an articulated position.

[0046] Figure 33 is a schematic front view of the vehicle depicted in Figure 32, and being shown in a non-articulated position.

[0047] Figure 34 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a second chassis configuration, and being shown in a non-articulated position.

[0048] Figure 35 is a schematic front view of the vehicle depicted in Figure 34, and being shown in an articulated position.

[0049] Figure 36 is a schematic top view of the vehicle depicted in Figure 30, and being provided with a third chassis configuration and being shown in an articulated position.

[0050] Figure 37 is a schematic front view of the vehicle depicted in Figure 36, and being shown in an articulated position.

[0051] Figure 38 is a schematic top view of the vehicle depicted in Figure 30, and being provided with a fourth chassis configuration and being shown in non-articulated position.

[0052] Figure 39 is a schematic front view of the vehicle depicted in Figure 38 and being shown in an articulated position.

[0053] Figure 40 is a schematic side view of the vehicle depicted in Figure 38 and being shown in a non-articulated position.

[0054] Figure 41 is a schematic side view of the vehicle depicted in Figure 38 and being shown in an articulated position.

[0055] Figure 42 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a first steering configuration or mode.

[0056] Figure 43 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a second steering configuration or mode.

[0057] Figure 44 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a third steering configuration or mode.

[0058] Figure 45 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a fourth steering configuration or mode.

[0059] Figure 46 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a fifth steering configuration or mode.

[0060] Figure 47 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a sixth steering configuration or mode.

[0061] Figure 48 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a first drive arrangement.

[0062] Figure 49 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a second drive arrangement.

[0063] Figure 50 is a schematic top view of the vehicle depicted in Figure 30 and being provided with a third drive arrangement.

[0064] The figures are rendered primarily for clarity and, as a result, are not necessarily drawn to scale. Moreover, various structure / components, including but not limited to fasteners, electrical components (wiring, cables, etc.), and the like, can be shown diagrammatically or removed from some or all of the views to better illustrate aspects of the depicted embodiments, or where inclusion of such structure / components is not necessary to an understanding of the various exemplary embodiments described herein. The lack of illustration / description of such structure / components in a particularfigure is, however, not to be interpreted as limiting the scope of the various embodiments in any way.DETAILED DESCRIPTION

[0065] In the following detailed description of illustrative embodiments, reference is made to the accompanying figures of the drawing which form a part hereof. It is to be understood that other embodiments, which may not be described and / or illustrated herein, are certainly contemplated.

[0066] All headings provided herein are for the convenience of the reader and should not be used to limit the meaning of any text that follows the heading, unless so specified. Moreover, unless otherwise indicated, all numbers expressing quantities, and all terms expressing direction / orientation (e.g., vertical, horizontal, parallel, perpendicular, etc.) in the specification and claims are to be understood as being modified in all instances by the term “about.” The term “and / or” (if used) means one or all of the listed elements or a combination of any two or more of the listed elements, “i.e.,” is used as an abbreviation for the Latin phrase id est and means “that is.” “e.g.,” is used as an abbreviation for the Latin phrase exempli gratia and means “for example.”

[0067] Reference will now be made in detail to exemplary aspects of the present disclosure that are illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts.Vehicle Configuration of Figures 1-11

[0068] Referring to Figures 1-5, an example turf and / or grounds maintenance vehicle 100 (e.g., a turf roller) in accordance with the present disclosure is presented. It is noted that, while a turf roller is specifically described herein, other types of turf and grounds maintenance vehicles (e.g., mowers, aerators, groomers, seeders, topdressers, blowers, sweepers, etc.) are contemplated herein including the automatic path offset, reduced speed mode, and towing features. Further, the vehicle 100 may include various steering configurations such as, e.g., four-wheel steering, articulating steering, differential steering, etc. To illustrate, additional examples of chassis, steering, and drivearrangements suitable for use in accordance with the concepts of the present disclosure are shown at Figures 30 to 47, and are described further herein in a later section.

[0069] In one characterization, the vehicle 100 has longitudinal axis X, an orthogonal lateral axis Y, and a vertical axis Z, as illustrated in Figures 1-5. The vehicle primarily travels along the longitudinal axis X with the operator seated and facing along the lateral axis Y. In embodiments, the vehicle 100 can include a chassis 102 and one or more roller assemblies 104, 105, and 106 configured to enable the vehicle 100 to smooth the surface of the turf or soil. In one or more embodiments, the one or more rollers may include a rolling or rotating element such as, e.g., a wheel, a track, etc. Further, in one or more embodiments, the one or more rollers may be described as an implement (e.g., a blade, a spreader, a sprayer, an aerator, a blower, a brush, etc.) that is configured to treat the turf. Further yet, the turf treatment implement may be used in combination with the rollers, wheels, tracks, etc. to propel the chassis along a ground surface.

[0070] It is noted that the terms “have,” “includes,” “comprises,” and variations thereof do not have a limiting meaning and are used in the open-ended sense to generally mean “including, but not limited to,” where the terms appear in the accompanying description and claims. Further, “a,” “an,” “the,” “at least one,” and “one or more” are used interchangeably herein. Moreover, relative terms such as “left,” “right,” “front,” “fore,” “forward,” “rear,” “aft,” “rearward,” “top,” “bottom,” “side,” “upper,” “lower,” “above,” “below,” “horizontal,” “vertical,” and the like can be used herein and, if so, are from the perspective of one operating the vehicle 100 while the vehicle 100, e.g., while the vehicle 100 is positioned on a ground surface. These terms are used only to simplify the description, however, and not to limit the interpretation of any embodiment described.

[0071] With additional reference to Figure 6, in some embodiments, the vehicle 100 includes a drive arrangement or power plant 108, which in some embodiments can provide power to a drive arrangement 110 and an electronic controller 500, including an input control member 114. In some embodiments, the power plant 108 can include one or more rechargeable batteries 116. For example, in some embodiments, the vehicle 100 can be configured for fully electric operation such that the power plant 108 includes only a battery station. Alternatively, in some embodiments, the power plant 108 can be provided with an internal combustion engine and a motor / generator such that the vehicle 100 isprovided with a hybrid power plant. In such a configuration, the internal combustion engine can drive the motor / generator to charge the battery station, as needed based on a charge state of the battery station. In yet other embodiments, the power plant 108 can exclude a battery station, such that only an internal combustion engine is provided. In some embodiments, the power plant 108 can be additionally configured with a hydraulic motor / pump that provides hydraulic fluid power to the roller assemblies 104, 105, 106 in which fluid flow is controlled by one or more control valves associated with the control system.

[0072] The drive arrangement 110 can operably couple the roller assemblies 104, 105, 106 to one or more powered motors 104a, 105a, 106a to enable an operator to drive the vehicle 100 in forward and reverse directions (e.g., to the left or the right relative to an operator seated on the vehicle 100). For example, the motors 104a, 105a, 106a can be capable of selectively rotating in both forward and reverse directions, with the ability to adjust and control the speed over a range of controllable speeds, thereby enabling precise rotational control of the roller assemblies 104, 105, 106 through a range of maneuvers over a range of operational surfaces.

[0073] With additional reference to Figures 7-8, for improved packaging and arrangement of components within the vehicle 100 (e.g., a turf roller), rollers 104b, 105b, 106b, which can be drum-type rollers having a resilient outer surface, can rotate around motors 104a, 105a, 106a, which can be firmly fixed to roller mounts 104c, 105c, 106c, thereby ensuring compactness and efficient utilization of space within the vehicle 100 while maintaining an operable connection between the motors and the roller assemblies.

[0074] A steering arrangement 118 can be configured to control an angular direction of the roller assemblies 104, 105, 106. In some embodiments, steering of the vehicle 100 can be effectuated by manipulation of a towing hitch 120 (e.g., via a towbar 122) or through actuation of the input control member 114. With continued reference to Figures 7-8, in some embodiments, the steering arrangement 118 can include at least a first roller 104b and a second roller 105b operably coupled to a yoke 124, which in turn can be pivotably coupled to the chassis 102 via a pivot 126, enabling the rollers 104b, 105b to pivot relative to the chassis 102 to effectuate a turn of the vehicle 100.

[0075] Additionally, in some embodiments, each of the first and second rollers 104b, 105b can be pivotably coupled to the yoke 124 by the roller mounts 104c, 105c including pivots 104d, 105d which can generally enable the rollers 104b, 105b to remain in ground engaging contact when traversing over uneven terrain. To effectuate steering, a control input from the input control member 114 (e.g., via a joystick assembly 138, etc.) can be used to effectuate movement of a steering actuator 146, which can be coupled between the chassis 102 and the yoke 124 to affect pivoting of the yoke 124 relative to the chassis 102 about pivot 126. In some examples, an additional steering actuator can be provided to actively control steering of the third roller assembly 106 for enhanced steering of the vehicle 100. With such a configuration, the steering actuators can work cooperatively to steer the roller assemblies 104, 105, 106 to achieve a number of different all-roller or allwheel steering modes. For example, the roller assemblies 104, 105, 106 can be rotated via the steering actuators to operate the vehicle 100 in a crab steering mode in which the rotational axes of the roller assemblies 104, 105, 106 are disposed at an oblique angle to the longitudinal axis X of the vehicle 100 while remaining parallel to each other.

[0076] To inhibit skidding or dragging of portions of the roller assemblies 104, 105, 106 on the ground during turns, certain embodiments employ a steering linkage 128 designed to synchronize the movement of the first and second rollers 104b, 105b with the movement of the third roller 106b. In one embodiment, the third roller 106b is mounted on a third roller mount 106c that incorporates a pivot 106f. This pivot 106f allows the third roller mount 106c to be pivotably connected to the chassis 102. The steering linkage 128 can be pivotably linked between the yoke 124 and the third roller mount 106c, enabling a pivoting of the yoke 124 relative to the chassis 102 to simultaneously initiate coordinated pivoting of the third roller mount 106c relative to the chassis 102. The steering linkage 128 ensures that the roller assemblies 104, 105, 106 work together harmoniously during turns, inhibiting uneven dragging or skidding. Accordingly, by connecting the yoke 124 to the third roller mount 106c, any movement or pivoting of the yoke 124 influences the synchronized movement of the third roller mount 106c, maintaining proper alignment and coordination between the roller assemblies.

[0077] In one aspect, the rollers 104b, 105b, 106b can be characterized as being ground-engaging elements. In some configurations, the vehicle 100 is configured suchthat rollers 104b and 105b are combined into a single roller, thereby resulting in the vehicle 100 having only two rollers. In such an arrangement, the vehicle 100 can be characterized as having only two ground ground-engaging elements. In some configurations, the vehicle 100 is configured such that roller 106b is provided as two separate rollers 106b similar to the configuration shown for rollers 104b, 105b. In such an arrangement, the vehicle 100 can be characterized as having four ground-engaging elements. Other arrangements are possible.

[0078] With continued reference to Figures 1-5, and additional reference to Figures 9-10, the vehicle 100 is shown as including an operator station 132 including a seat 134, an arm rest 136, which can support the input control member 114. In one aspect, the input control member 114 includes a joystick assembly 138 for controlling direction and speed of the vehicle 100. In one aspect, the joystick assembly 138 advantageously provides an operator with single-hand control of both direction and speed. By use of the term “singlehand control” it is meant a control configuration operable with only one hand and without the use of the operator’s feet. In the example shown, the joystick assembly 138 is located on a right-hand side of the seat 134 such that the operator can operate the joystick using the operator’s right hand. Alternatively, the joystick assembly 138 can be provided on a left-hand side of the operator or centrally between the legs or forward of the operator. As further depicted, in some embodiments, the input control member 114 can further include a selector 135, push button 137, and indicator 133.

[0079] Referring to Figure 11, the control components of the above-described vehicle 100 are shown in further detail. In one aspect, an electronic controller 500 is provided for effectuating operation of the vehicle 100. In one aspect, the electronic controller 500 includes a processor 500A and a non-transient storage medium or memory 500B, such as RAM, a flash drive, or a hard drive. Memory 500B is for storing executable code, the operating parameters, and the input from an operator user interface 502, while processor 500A is for executing the code. Memory 500B can also be for storing reference information such as maps and / or lookup tables. The electronic controller is also shown as including a transmitting / receiving port 500C, such as an Ethernet port for two-way communication with a WAN / LAN related to an automation system. The user interface 502 may be provided, for example as part of the operatorstation 132 to activate and deactivate the system, allow a user to manipulate certain settings or inputs to the electronic controller 500, and to view information about the system operation. The electronic controller 500 typically includes at least some form of memory 500B. Examples of memory 500B include computer readable media. Computer readable media includes any available media that can be accessed by the processor 500A. By way of example, computer readable media can include computer readable storage media and computer readable communication media. Computer readable storage media includes volatile and nonvolatile, removable and non-removable media implemented in any device configured to store information such as computer readable instructions, data structures, program modules, or other data. Computer readable storage media includes, but is not limited to, random access memory, read only memory, electrically erasable programmable read only memory, flash memory or other memory technology, compact disc read only memory, digital versatile disks or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and that can be accessed by the processor 500A. Computer readable communication media typically embodies computer readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media. The term “modulated data signal” refers to a signal that has one or more of its characteristics set or changed in such a manner as to encode information in the signal. By way of example, computer readable communication media includes wired media such as a wired network or direct-wired connection, and wireless media such as acoustic, radio frequency, infrared, and other wireless media. Combinations of any of the above are also included within the scope of computer readable media.

[0080] With continued reference to Figure 11, the electronic controller 500 is also shown as having a number of inputs / outputs that may be used for operating the vehicle 100, which can be intermixed to achieve various functionalities. In an aspect, the electronic controller 500 can send commands to and receive feedback from a power plant electronic control unit (ECU) 504. In some examples, three controllers are provided, including an interface controller, a primary motor controller, and a secondary motor controller. With regard to vehicle 100, the controller receives input signals from thejoystick assembly 138 and one or more position sensors 139 to provide corresponding outputs to the motors 104a, 105a, 106a, and the steering actuator 146.

[0081] In one aspect, the vehicle 100 advantageously enables a user to have both directional and speed control of the machine with motion of a single input member in the desired direction of travel with a single hand, without requiring the use of either of the operator’s feet or two hands. In some embodiments, a two-axis lever 138a of the joystick assembly 138 can be simply pushed or pulled in the direction of desired travel to move the vehicle 100 in that direction. Further, the extent or degree to which the joystick assembly 138 provides an input to control the speed of the vehicle 100. In one example, the joystick assembly 138 is configured as a two-axis joystick with two independent potentiometers that sense an angle of the lever 138a along each axis. In some examples, the joystick assembly 138 uses two hall-effect type magnetic sensors to determine and transmit the position of the joystick lever. The joystick assembly 138 can be configured with electronics to report a single overall position of the lever 138a to the electronic controller 500 or can independently report the position signals of the potentiometers directly to the electronic controller 500.

[0082] With such a configuration, the operator can, for example, displace the lever 138a in any direction and the electronic controller 500 will operate the steering actuator 146 to steer the vehicle 100 in that direction while sending a command to drive the motors 104a, 105a, 106a in the appropriate direction. In one aspect, displacement of the lever 138a in any direction can be characterized as having a lateral position component along the axis Y and a longitudinal position component along the axis X, wherein the longitudinal position component is used by the electronic controller 500 to command the direction and speed of the motor(s) 104a, 105 a, 106a and the lateral position component is used by the electronic controller 500 to command the position of the steering actuator 146. In one aspect, where the lever 138a longitudinal position component is in a maximum position (fully to the left or right as viewed by the seated operator), the motors 104a, 105a, 106a can be commanded by the electronic controller 500 to their maximum allowable speed in that direction. Where the lever 138a is longitudinally displaced at points between center and full range, the motors 104a, 105a, 106a can be commanded by the controller to a speed that is proportional to the position of the lever 138a with respectto a maximum position. In some examples, a joystick or input control can be provided that uses a twisting motion for the steering control of the steering actuator 146 instead of moving laterally.

[0083] In some examples, the vehicle 100 can be remotely and / or autonomously controlled instead of via an operator on the machine, for example, by using approaches described and disclosed in the PCT Application No. PCT / US2023 / 032635, filed on September 13, 2023 and U.S. Patent No. 11,334,082, issued on May 17, 2022, the contents of which are incorporated by reference herein. Autonomous control of the vehicle 100 can include the ability to define operational boundaries, recognize and adapt to various ground conditions, and execute task-specific patterns autonomously. For example, the vehicle 100 can be equipped with a suite of sensors and a navigation system that enables it to detect obstacles, assess turf density, and adjust its treatment pattern (e g., rolling, mowing, spreading, spraying, etc.) accordingly to ensure uniform treatment (e.g., smoothness) across the surface. Furthermore, the system can be programmed to follow paths that reduce overlap and increase efficiency, utilizing real-time data analysis to make adjustments as needed.

[0084] Additionally, in some embodiments, the electronic controller 500 can be configured to send different outputs to the motors 104a, 105a, 106a to drive the respective first, second, and third rollers 104b, 105b, 106b at different rotational speeds under certain conditions. Such functionality is advantageous in ensuring that the rollers 104b, 105b, 106b do not damage the turf during turning operations by “scrubbing” the turf (i.e., the roller slipping against the turf surface), as would otherwise be a concern were all three rollers commanded at the same speed during such an operation. For example, during a turning operation in which the first roller 104b is on the inside of the turn, the electronic controller 500 can provide an output to the first motor 104a that results in the roller 104b being powered to a lower rotational speed in comparison to the second roller 105b driven by the second motor 105a. Similarly, the electronic controller 500 can provide an output to the third motor 106a that results in the third roller 106b being powered to a higher rotational speed in comparison to the first roller 104b.Offset Path Mode of Figures 12-23

[0085] In the operation of turf treatment (e.g., rolling) machinery, precision and care are paramount to treat (e.g., smooth) the maintained turf surface and to ensure uniform coverage of treatment (e.g., rolling, cutting, grooming, etc.) efforts over the entire green. To meet this need, in some embodiments, the electronic controller 500 can be programmed with an automatic offset path mode, which may be activated via an input from the input control member 114.

[0086] With additional reference to Figure 12, a method 1000 for operating a vehicle 100 through an automated turning process to offset the vehicle from a first path to a second path is depicted. Figure 13 schematically shows a plan view of a physical path of the vehicle 100 during execution of the method 1000 depicted in Figure 12. As depicted in Figure 13, upon activation, the electronic controller 500 is configured to automatically steer the vehicle 100 from a first drive path Pl, via a transition path Tl, to a second drive path P2 that is offset by distance 01 from the first drive path Pl. The distance 01 is defined by the width or lateral offset dimension of the transition path Tl. In one aspect, the first and second drive paths Pl, P2 can have a width W1 that is equal to the overall width of the rollers. In one or more embodiments, the first and second drive paths Pl, P2 may be arranged such that adjacent edges of each (e.g., of the treatment or rolled path) are aligned. In such embodiments, the offset distance 01 may be equal to the total width W1 of the rollers. It is noted that the first and second drive paths may correspond to a first and second treatment path due to the vehicle 100 treating the turf while moving along the turf area. For example, while the vehicle 100 moves along the first drive path, an implement of the vehicle 100 (e.g., a roller, a mower blade, a sprayer, a spreader, an aerator, etc.) may treat the turf area to form a corresponding first treatment path (e g., similarly for the second drive path). The drive path and the treatment path that results therefrom may be used interchangeably herein.

[0087] As illustrated at Figure 14, the vehicle 100 transitions from the first drive path Pl to the second drive path P2 via transition path Tl while maintaining generally the same vehicle orientation. For example, the vehicle 100 may maintain its vehicle orientation within a predefined angular limit when transitioning between the first and second drive paths. Specifically, the predefined angular limit when transitioning betweenthe first and second drive paths may include a change in vehicle orientation through an angle a2 of less than or equal to 90 degrees, less than or equal to 60 degrees, less than or equal to 45 degrees, less than or equal to 30 degrees, etc. In other words, an operator sitting on the vehicle 100 may continue to face generally the same direction as the vehicle 100 switches from the first drive path to the second drive path. Also, and as illustrated at Figure 14, the change in vehicle orientation from the first path Pl to the second path P2 can be at the angle al when a zig-zag type pattern is utilized. In some examples, the angle al is less than or equal to 30 degrees, less than or equal to 15 degrees, less than or equal to 10 degrees, etc.

[0088] Furthermore, the vehicle 100 may be described as maintaining generally the same vehicle orientation when transitioning between the first and second drive paths because the rollers rotate in a first direction during the first drive path and rotate in a second direction, opposite the first direction, during the second drive path. For example, the vehicle 100 may move to the right (e.g., relative to an operator sitting on the vehicle) during the first drive path and to the left during the second drive path. As such, the side of the vehicle 100 that is the “front” or leading side changes between the first and second drive paths. In other words, the vehicle 100 may transition from the first drive path to the second drive path without the use of a three-point turn, omega turn, or U-turn.

[0089] With reference to Figures 15-23, it can be seen that the orientation of the paths Pl, P2 and offset distance 01 may be varied to result in varying overall path arrangements by altering the transition path Tl. For example, the automatic path offset may create a uniform alignment (e.g., when using parallel paths as shown in Figures 15- 18 and 22) to help avoid overlapping of subsequent paths (e.g., less efficient pathing or creating a gap between subsequent paths (e.g., not treating a strip of turf). To illustrate, and as shown in Figure 15, the first path P l defines first and second edges P l a, Plb while the second path P2 similarly defines first and second edges P2a, P2b. Figure 15 further shows a configuration in which the offset distance 01 is greater than the width W1 of the rollers such that a gap G having a dimension 02 is created between the path edges Plb, P2a. Figure 16 shows a configuration in which the offset distance 01 is equal to the width W 1 of the rollers such that the edges Plb, P2a of the paths Pl, P2 are immediately adjacent to each other and such that dimension 02 is zero. Figure 17 showsa configuration in which the offset distance 01 is less than the width W1 of the rollers such that the edge P2a is located between edges Pla, Plb and such that edge Plb is located between edges P2a, P2b. With such a configuration, the edges Plb, P2a and / or paths Pl, P2 can be characterized as forming an overlapping region OLR having dimension 02.

[0090] It is further noted that, if desired, the offset path mode may be initiated at the start of a path run rather than at the end. For example, the vehicle 100 could reach the end of the path Pl and stop, reverse direction, and then initiate the offset mode to transition to the path P2 once moving in the opposite direction. It is further noted that, if desired, the offset path mode may include a first transition path Tla at the end of a path run and a second transition path Tib at the beginning of the next path run to achieve a desired total offset distance 01. Examples of such an approach are presented at Figures 18 and 19 in which the transition paths Tla, Tib are identical mirrored segments. As shown, Figure 18 shows transition paths Tla, Tib that are s-turns that can be characterized as together forming a curly bracket or brace shape. As shown, Figure 19 shows transition paths Tla, Tib that are linear that can be characterized as together forming a V-shape. The transition paths Tla, Tib shown at Figures 18 and 19 may also be referred to as partial offsets or half offsets. Other configurations are possible. For example, the transition paths Tla, Tib can be different from one another such as by having different lateral offset widths and / or different steering paths.

[0091] Figure 20 shows another example, in addition to that shown for Figure 19, of an offset path in which the transition path T1 is linear or at least generally linear. In some examples, the linear transition paths Tla / Tlb, T1 shown at Figures 19 and 20 can be achieved by crab steering or other similar steering modes achievable with front and back steering of rollers and / or wheels. Other shapes for the transition paths Tla / Tlb or T1 are also possible without departing from the concepts presented herein.

[0092] In some examples, and as related previously, the automatic path offset uses angled subsequent paths such as the paths shown at Figures 21 and 23. In such implementations, a path end point and path angle may be used to ensure full treatment coverage between subsequent paths (e.g., to avoid untreated spaces of the turf area) such that the transition path T1 is either reduced or eliminated entirely. To illustrate, Figure 21shows a configuration in which the path P2 extends at a sufficiently oblique angle al to the path Pl such that an overlapping region OLR is maintained over the length of the paths Pl, P2. In some examples, multiple passes can be performed in an overall operation in which all of the paths Pl are parallel to each other and the return paths P2 are parallel to each other but disposed at the angle al to the paths Pl . In an alternative configuration, none of the passes associated with paths Pl, P2 are parallel to each other. Furthermore, in one or more embodiments, the vehicle 100 may conduct a clean-up pass to treat (e.g., roll) the boundary of the turf area.

[0093] In some embodiments, the automatic offset path mode operates by moving the vehicle 100 an optimal offset distance 01 based on the width of the rollers 104b, 105b, 106b and the specific smoothing requirements of the terrain. The electronic controller 500 can dynamically adjust the steering actuator 146 and the motors 104a, 105a, 106a to guide the vehicle 100 into the new path in a manner that avoids skidding or sliding that could potentially damage the delicate surface of the golf green. In some examples, the offset distance 01 is pre-programmed into the controller (e.g., based on a total width of the rollers). In some examples, the offset distance 01 is adjustable by the operator through a user interface.

[0094] In some embodiments, the automatic steering may also be adjusted based on the turf roller’s position relative to a specified end point 301 or edge. For example, the automatic steering of the vehicle 100 may be configured to begin and turn such that the offset completes at the end point 301. In one or more embodiments, the end point 301 may align with various physical boundaries of the turf such as, for example, green edge, collar edge or beyond. This process may be initiated by the operator or autonomously with the desired end point 301 or edge taken into consideration. For example, in some embodiments, the electronic controller 500 employs real-time data and predefined parameters to discern an appropriate offset path, accommodating for the desired end point regardless of the initiation point. Further, this process may be initiated to ensure full coverage of treating (e.g., rolling) the turf area (e.g., such that the offset turning process may not form untreated spaces on the turf area). Further yet, in one or more embodiments, the process may also include a clean-up pass around the perimeter of the turf area to treat along the boundary of the turf area.

[0095] Referring to Figure 12, the method 1000 for the automatic turning process is initiated at step 1002 through operator input via the input control member 114. In certain embodiments, the input control member 114 may include a pushbutton 137 (as depicted in Figure 9), specifically configured to start the automatic turning process. As illustrated in Figure 13, step 1002 is typically executed at a distance XI from the desired end point 301, a predefined range approximately between 3 feet and 30 feet. The automatic turning process may be initiated when the vehicle 100 is moving or stopped. For example, as the vehicle 100 is moving, the operator may engage the input control member 114 to initiate the automatic offset while continuing to move in the same general direction. In one or more embodiments, initiation of the automatic offset path mode may be conditioned upon the movement of the vehicle 100 such that the vehicle is in motion — in either direction — prior to activation. Also, for example, the vehicle 100 may be stopped and the operator may engage the input control member 114 to initiate the automatic offset in the same direction that the vehicle 100 most recently traveled.

[0096] Continuing with reference to Figure 12, at step 1004, the input control member 114 may be returned to its neutral position. In some embodiments, the joystick assembly 138 moves into a neutral state (i.e., substantially centered) in order for the automatic offset path mode to engage or remain engaged. In some examples, the joystick assembly 138 moves into the neutral position within a predetermined time window before or after the path offset mode is enabled. For example, in one or more embodiments, the joystick assembly 138 is located in the neutral position for a predetermined amount of time (e.g., 1 second) before the automatic offset mode can be enabled (e.g., when engaging from a stopped position). Also, in one or more embodiments, the joystick assembly 138 may be returned to the neutral position within a predetermined amount of time (e.g., 1 second) after the input control member 114 is engaged to initiate the automatic offset mode (e.g., when engaging from a moving position). Such a step can ensure that the path offset mode is not initiated when the pushbutton 137 may have been inadvertently depressed by the user (e.g., creating a two-step initiation process). Upon engaging the input control member 114 (e.g., the pushbutton 137) and properly setting the joystick assembly 138 into the neutral position, if applicable, the turf roller 100 may enter the automatic offset mode as shown in step 1006 of Figure 12.

[0097] Tn some embodiments, the automatic offset mode may be disengaged when the operator maneuvers the joystick assembly 138 in a direction contrary to the current movement of the vehicle 100, thereby serving as a command to exit the automatic offset mode, ensuring that the transition out of this mode is a conscious decision by the operator. If the operator maneuvers the joystick assembly 138 in the same direction as the current movement of the vehicle 100, the automatic offset mode may continue as prescribed.

[0098] At step 1008, the electronic controller 500 issues drive instructions to the motors 104a, 105a, 106a and the steering actuator 146, guiding the vehicle 100 along the first drive path Pl for a predetermined distance and at a predetermined speed. Then, at step 1010, the electronic controller 500 inputs a command to the steering actuator 146 to initiate a turn in a first direction, forming one half of an S-tum. Subsequently, at step 1012, the electronic controller 500 directs the vehicle 100 in a second direction, opposite the first, to complete the S-tum. The vehicle 100 then halts at step 1014, positioned at the end point 301.

[0099] With the vehicle 100 now aligned along the end point 301, step 1016 involves the electronic controller 500 sending a signal to the steering actuator 146 to realign the drive assembly in preparation for reversing along the second drive path P2 (e.g., heading in the direction opposite from the first drive path). Finally, at step 1018, the automatic offset path mode concludes, and the electronic controller 500 reverts to its standard operating mode.

[0100] As indicated above, the method 1000 may be completed in various ways and combinations of steps. Figure 12A illustrates one example implementation of method 1000 in which the offset path mode is activated without requiring steps 1004 and 1008 such that the system enters the auto offset path mode without any further input from the operator beyond the initial input at step 1002 and without the vehicle traveling a predetermined distance before turning. In such an arrangement, the distance XI that the vehicle travels during execution of the auto offset path mode would be the distance traveled during steps 1010, 1012, and any additional distance required to bring the vehicle speed to zero at auto-stopping step 1014.

[0101] With respect to the distance XI, it is further noted that this distance may be controlled for within the controller or may simply be the resulting distance traveled by the vehicle during execution of the offset path mode without being used as a target variable. It is also noted that the distance XI, as well as the offset distance 01, can be characterized as component distance of the total vehicle distance travel along transition path Tl. Accordingly, the controller may directly refer to the distance traveled along the travel path Tl, in combination with other variables, such as steering angle, the offset distance 01, and / or the overlap distance 02 to calculate the distance XI. Where used, the distance XI can also be defined as a predetermined or predefined distance that is the same at all vehicle speeds during execution of the auto offset path mode, defined as a function of vehicle speed such that XI varies with vehicle speed, or defined as a function of other variables, such as steering angle. However, it has been observed that keeping the distance XI the same for all vehicle speeds can be advantageous for an operator in providing predictability as to when the vehicle will complete the offset maneuver and come to a stop. The method 1000 can also function such that the auto offset path mode is completed in a fixed amount of time or in an amount of time as a function of vehicle speed and / or some other variable(s).

[0102] Figure 12A further illustrates that the auto- straightening step 1016 is performed before the auto-stopping step 1014. In some examples, steps 1014 and 1016 can be performed simultaneously or in an overlapping fashion such that the completion of one step is not required before the beginning of the other.

[0103] With reference to Figure 12B, a further variation of the method 1000 is illustrated in which optional additional and alternative steps are incorporated. For example, step 1003 is provided after step 1002 in which it is verified that the vehicle speed is below a threshold before allowing the system to enter into the auto offset path mode at step 1006. In some examples, the threshold value for the vehicle speed is 7 miles per hour. Other values are possible, such as values between 2 and 15 miles per hour. With such a step, the auto offset path mode is prevented from activating if the vehicle speed is too high, which can provide for certain advantages. For example, the offset distance can be more accurately controlled at lower vehicle speeds in comparison to higher vehicle speeds due to the response time of the actuators involved with vehicle steering.Figure 12B further shows step 1007 in which the drive assembly is auto straightened by the system in cases where the drive assembly is in a turned state. In cases where the drive assembly is already straight, step 1007 can be skipped or act as a verification step that the drive assembly is straight. In cases where the drive assembly is in a turned state when the offset path mode is initiated, step 1007 can automatically ensure that the drive assembly is in a straight position before commencing with auto turning steps 1010, 1012. It is noted that steps 1003, 1007 may be incorporated into a combination of steps illustrated at Figures 12 and 12A as well. In the example shown, the vehicle speed at the time the auto offset path mode is entered will be maintained until the auto stop step 1014 is executed by commanding the vehicle speed to zero. Alternative approaches are possible. For example, the vehicle speed can be continuously or variably reduced through some or all of steps 1008, 1010, 1012, and 1016 such that the vehicle speed is either partially reduced by the end of step 1016 or the vehicle is stopped altogether. In the latter case, step 1014 can be eliminated or can act as a verification step that the vehicle speed is zero.

[0104] As discussed previously, and as depicted in Figures 15-20 and 22, in some embodiments, second drive path P2 can be parallel to the first drive path Pl. In such cases, electronic controller 500, upon completing the S-tum at step 1012, can direct the vehicle 100 to realign parallel to the first drive path Pl, which promotes consistent and uniform smoothing, especially beneficial in large, open areas where parallel passes are essential for complete coverage.

[0105] Alternatively, as depicted in Figures 21 and 23, and described above, the second drive path P2 can extend at an oblique angle al to the first drive path Pl. In such cases, electronic controller 500 can modify the transition to position the vehicle 100 onto the angled second drive path P2 rather than performing the S-turn via transition path T1 shown at Figure 14. The oblique angle al can be calculated based on the first drive path Pl and the desired coverage area, allowing for efficient navigation around irregular shapes or obstacles within the treatment (e.g., rolling) area.

[0106] For scenarios where the second drive path P2 is at least partially overlapping with the first drive path Pl, the electronic controller 500, can adjust the alignment of the vehicle 100 to overlap the first drive path Pl as needed, to reinforce treatment in specificareas that may require additional attention, and to promote more even wear and maintenance across the entire turf surface.

[0107] Additionally, in the automatic offset path mode, the electronic controller 500 can be configured to send an output command to the drive arrangement to either halt or reverse the direction of the vehicle 100 once the vehicle 100 has transitioned onto the second drive path P2, which can be issued at the completion of step 1012.

[0108] Moreover, in the automatic offset path mode, the electronic controller 500 sends an output command to the steering arrangement 112 to guide the vehicle 100 onto the second drive path P2 after the vehicle 100 has traveled a predetermined distance from the initiation of the offset path mode input signal at step 1002. This step, integrated between steps 1012 and 1014, ensures a seamless transition between paths to maintain a consistent and accurate treatment (e g., rolling) pattern.

[0109] It is noted that the offset paths shown at Figures 22 and 23 are exemplary in nature and that the above-described offset control method can be utilized to define any number of offset paths without departing from the concepts presented herein.Reduced Speed Mode of Figures 24 to 29

[0110] With additional reference to Figures 24-29, in embodiments, the vehicle 100 can be supported by a transport carriage 140 which can include a rotatable frame 142, a pair of wheels 144, and a towbar 122. In one embodiment, the transport carriage 140 enables the rotatable frame 142 to rotate the pair of wheels 144, bringing the wheels 144 into contact with the ground, while the roller assemblies 104, 105, and 106 remain above the ground, not engaging with the surface. This configuration allows the vehicle 100 to be effectively towed behind a vehicle, serving various purposes such as transportation to and from different worksites. The specific arrangement illustrated in Figure 24 can be referred to as the towing position or towing configuration. In this position, the vehicle 100 is securely hitched to the tow vehicle, utilizing the towbar 122 and the towing hitch of the vehicle.

[0111] Figure 25 depicts the vehicle 100 in a towed roller configuration. In this configuration, the rotatable frame 142 is rotated to raise the pair of wheels 144 off the ground, thereby transferring the weight of the vehicle 100 onto the rollerassemblies 104, 105, 106. With the towbar 122 connected to a towing hitch 120, which facilitates connection of the vehicle 100 to the tow hitch of a vehicle. For example, the vehicle may be driven to align with the towbar that is already connected to the towing hitch 120, ensuring a seamless coupling process. Additionally, the vehicle 100 may utilize the roller assemblies 104, 105, 106 to navigate and precisely position the towbar 122 onto the tow hitch of the vehicle (e.g., as described in connection with Figure 29), allowing for efficient transition from operational to towed states.

[0112] Figure 26 depicts the vehicle 100 in the self-powered roller configuration. In this configuration, the towbar 122 can be selectively detached from the towing hitch 120 while keeping the pair of wheels 144 suspended off the ground. Meanwhile, the roller assemblies 104, 105, 106 maintain ground engaging contact. This position or configuration enables the vehicle 100 to operate under its own power, independently engaging in operational use. Accordingly, by removing the towbar 122, the vehicle 100 becomes a self-contained unit capable of maneuvering and operating under its own power, thereby enabling the vehicle 100 to navigate diverse terrain (e.g., to be rolled) and access areas where towing may not be suitable.

[0113] Accordingly, the towbar 122 can be configured to selectively couple and decouple to the vehicle 100 via the towing hitch 120. As depicted in Figure 26, the towbar 122 can include a tongue portion 122a, including a first hitch mount 122b connectable to the hitch of the tow vehicle and a second hitch mount 122c connectable to the towing hitch 120 of the vehicle 100. In some embodiments, the towbar 122 can further define a handle 122d generally extending outwardly away from the tongue portion 122a to aid in manipulation of the towbar 122 and to enable release of the towbar 122 from the towing hitch 120 while transitioning between configurations. In other embodiments, the vehicle 100 is provided without a transport carriage 140. In such instances, the vehicle 100 can be transported on a separate trailer, if desired.

[0114] To aid in transition between the towing configuration and the self-powered roller configuration, in some embodiments, the vehicle 100 can include a transport carriage lift actuator configured to effectuate a relative motion between the chassis 102 and a rotatable frame 142, such that activation of a transport carriage lift actuator 148 can drive the wheels 144 and the towbar 122 from the towing configuration to theself-powered roller configuration, and vice versa. For example, in some embodiments, the transport carriage lift actuator 148 can be an electrically powered linear actuator provided with an internal position sensor to provide feedback useful in determining a position of the wheels 144 relative to the chassis 102. Further, in some embodiments, the electronic controller 500 can be configured to limit a speed of the vehicle 100 during certain operations.

[0115] With additional reference to Figures 27 and 28, a method 1100 for operating a vehicle 100 in a reduced speed mode is depicted. Figure 28 schematically depicts execution of the reduced speed mode according to the method 1100 depicted in Figure 27. In the reduced speed mode, the electronic controller 500 limits the maximum speed of the vehicle 100. Even though an operator has full control over the input control member 114 throughout its entire range of motion for speed control, the output commands from the electronic controller 500 to the drive arrangement in the reduced speed mode are deliberately reduced compared to those in the normal operating mode for the same input control member 114 position. The reduced speed can be effectuated in any number of ways. For example, a fractional speed multiplier can be applied to the input signal from the member 138 or the output signal to the drive arrangement 110 (e.g., a multiplier of 0.1). In another example, a different algorithm or map correlating the position of the input member 138 to the output command to the drive arrangement 110 can be utilized. In some examples, the reduced speed mode includes limiting the maximum speed of the vehicle 100 to 0.5 miles per hour (mph). In some examples, the maximum speed of the vehicle 100 in the reduced speed mode is 10 percent or less of the maximum speed of the vehicle 100 when in the normal operating mode. Operation in the reduced speed mode can be particularly useful when maneuvering the vehicle 100 for precise tasks, such as driving it to connect the tow hitch 120 to the towbar 122, or attaching the towbar 122 (when affixed to the vehicle 100) to the vehicle's hitch. Speed control can be particularly beneficial in ensuring accurate alignment and secure connections without risking damage or misalignment during the coupling process with a towing vehicle, facilitated through either the towing hitch 120 or towbar 122.

[0116] As outlined in Figure 27, method 1100 can commence at step 1102 with an operator action via the input control member 114. In some embodiments, the inputcontrol member 114 can include a selector 135 (e.g., trigger) (as depicted in Figure 10) configured to activate the reduced speed mode. As illustrated in Figure 27, before step 1102, the vehicle 100 operates in a normal mode, following a first speed algorithm where the electronic controller 500 sends first output commands to the drive arrangement 110 based on a position of the input control member 114.

[0117] At step 1104, the electronic controller 500 initiates a second, reduced speed algorithm, which dictates a lower ground speed for the vehicle 100 for every position of the input control member 114 relative to the first speed algorithm. According to the second speed algorithm, the electronic controller 500 issues output commands to the drive arrangement that are consistently lower than those in the normal operating mode for equivalent positions of the input control member. Typically, steps 1102 and 1104 occur at the beginning of method 1100, as depicted in Figure 28.

[0118] Step 1106 involves the operator manipulating the input control member 114 (e.g., joystick assembly 138) to issue drive commands to the vehicle 100 following the second speed algorithm.

[0119] Steps 1108 and 1110 mark steps relating to deactivation of the reduced speed mode. As shown, at step 1108, the selector 135 is deactivated. In one example, step 1108 is effectuated by releasing the trigger 135. At step 1110, the operator either allows the input control member 114 to revert to its neutral position naturally or manually returns the control member 114 to this state. In some examples, for step 1110, the input control member 114 must remain in the neutral position for a minimum time period, for example 500 milliseconds (ms), before allowing the sequence to move to step 1112. In one aspect, incorporating step 1110 into the deactivation sequence ensures the vehicle 100 is stopped, or at least does not have a current speed command, before transitioning the system back to normal operation. Once both steps 1108 and 1110 have been taken, the reduced speed mode can be deactivated. Steps 1108 and 1110 can be executed in either order or concurrently. Finally, at step 1112, the reduced speed mode ends, and the electronic controller 500 transitions back to the standard operating speed mode.

[0120] While in the reduced speed mode, the electronic controller 500 significantly lowers the output commands to the drive arrangement. For example, in some embodiments, the output commands can be reduced by at least one half compared tothose in the normal operating mode for identical positions of the input control member. Accordingly, the electronic controller 500, in the reduced speed mode, limits a maximum speed of the vehicle 100 to a predetermined amount, which is reduced in comparison to its maximum speed in the normal operating mode. The reduced speed mode can be particularly useful during precision tasks or operations in sensitive areas where lower speeds are necessary to maintain control and minimize potential damage to the turf.

[0121] Figure 29 illustrates an operator moving the vehicle 100 in the roller configuration with the towbar 122 attached thereto. Further, the vehicle 100 is moved towards a tow vehicle to align the towbar 122 with a tow vehicle hitch receiver 123 such that the vehicle can be towed by the tow vehicle. Driving the vehicle 100 with the towbar 122 to attach to the tow vehicle allows for increased ease of use and visualization for the operator (e.g., as compared to backing up the tow vehicle in close proximity to the vehicle and the operator lifting / moving the towbar to connect with the tow vehicle). In one or more embodiments, the operator may utilize the reduced speed mode (as described herein) to assist with precise control for aligning the towbar 122 (e.g., the hitch mount 122b) with the tow vehicle hitch receiver 123. For example, the position and movement of the joystick assembly 138 directly correlate with the movement and speed of the vehicle 100, yet with moderated intensity due to the reduced speed mode. Also, in one or more embodiments, the operator may use a handle 122d of the towbar 122 to modify the position and help align the hitch mount 122b of the towbar 122 to the vehicle hitch receiver of the tow vehicle. For example, the handle 122d may be used to modify the yaw, pitch or roll of the hitch mount 122b of the towbar 122 with respect to the tow vehicle hitch receiver 123.

[0122] Once the hitch mount of the towbar is aligned with the vehicle hitch receiver (e.g., via maneuvering the vehicle in the towed roller configuration and / or modifying the position of the hitch mount 122b using the handle 122d), the hitch mount may be secured to the vehicle hitch receiver. Thereafter, the vehicle may be converted from the roller configuration to the towing configuration as described herein. Specifically, the rollers may be lifted off the ground and a pair of wheels may be moved into ground engaging contact for towing.

[0123] Tn some examples, reduced speed mode can also be used when the towbar 122 already secured to the vehicle hitch 123, whereby the operator drives the vehicle 100 in the reduced speed mode to the towbar 122 for subsequent connection. The reduced speed mode can also be utilized in other instances where low speed control of the vehicle 100 is desired.

[0124] In some embodiments, the operator station 132 can include an indicator 133 (e.g., as part of user interface 502) to provide visual feedback to the operator, signaling that the electronic controller 500 is functioning in the reduced speed mode. The indicator 133 can manifest as a light, a digital display, or any other form of clear, visible cue to ensure the operator is aware of the operating mode of the vehicle 100.Additional Vehicle Configurations

[0125] As noted previously, vehicle 100 is not limited to turf rollers and can be provided in many different configurations. To illustrate, Figures 30 to 50 present a number of exemplary chassis, steering, and drive configurations which may be provided in various combinations to result in differently configured vehicles 200 which can be operated in the offset path and reduced speed modes disclosed herein.

[0126] Referring to Figures 30 and 31, a schematically shown vehicle 200 is shown as including a chassis 202 supported by a plurality of ground-engaging elements 204. In the example shown, the ground-engaging elements 204 are shown being wheels 204.However, other types of ground-engaging elements 204 may be provided, such as tracked members. In the example shown, four ground-engaging elements 204 are shown (two front ground-engaging elements 204a and two rear ground-engaging elements 204b), but more or fewer may be provided, such as three or six ground-engaging elements 204. As presented, each of the ground-engaging elements 204 are operably connected to the chassis 202 via axles 206. The axles 206 may be separate from each other such that each ground-engaging element 204 can be provided with an independent suspension system and / or steering control, if desired. The axles 206 may also be configured as solid axles 206 that interconnect the ground-engaging elements 204. For example, a solid axle 206 could be provided to operably interconnect the front ground-engaging elements 204 and / or a solid axle could be provided to operably connect the rear ground-engagingelements 204. In one example configuration, the rear ground-engaging elements 204 are operably interconnected by a solid axle and the front ground-engaging elements 204 are provided with separate axles 206 to allow for steering control and independent suspension. With any of the above-described configurations, the axles 206 can either be solidly or rigidly secured to the chassis 202 or provided with a suspension system.

[0127] Vehicle 200 is further shown as being provided with an implement 208 located between the front and rear ground-engaging elements 204 and below the chassis 202. The implement 208 may also be provided at the front, rear, and / or on top of the vehicle 200. Many types of implements 208, which may be powered or unpowered, are possible. For example, the implement 208 can be provided as a mower assembly including one or more rotating blades housed within a deck assembly. In some arrangements, the mower assembly is provided in a floating or ground following configuration in which mower assembly can move independently of the chassis 202 in a vertical direction, at least within a defined range of motion. In some arrangements, the mower assembly is provided with separate wheels or rollers that engage with the ground and / or a suspension system linking the mower assembly to the chassis 202. Other examples for implement 208 are blade arrangements, spreader arrangements, sprayer arrangements, aerator arrangements, blower arrangements, brush arrangements, hopper arrangements, dump arrangements, load carrying arrangements, etc. In some examples, no implement 208 is provided. The vehicle 200 may also be provided with a drive arrangement or power plant 210 for powering the ground-engaging elements 204, implement 208, and other vehicle functions. The drive arrangement or power plant 210 may be any type, including those configurations described above for power plant 108.

[0128] Figures 32 to 41 show example chassis configurations that may be used with vehicle 200, in addition to the solid chassis configuration shown at Figures 30 and 31. Figures 32 and 33 show an articulating chassis 202 including a front chassis 202a and a rear chassis 202b that are pivotally connected to each other such that the front and rear chassis 202a, 202b can pivot with respect to each other about a vertical axis. Figures 34 and 35 show an articulating chassis 202 including a front chassis 202a and a rear chassis 202b that are pivotally connected to each other such that the front and rear chassis 202a, 202b can pivot with respect to each other about a horizontal, longitudinal axis.Figures 36 and 37 show an articulating chassis 202 including a front chassis 202a and a rear chassis 202b that are pivotally connected to each other such that the front and rear chassis 202a, 202b can pivot with respect to each other about both a longitudinal, horizontal axis and a vertical axis. Figures 38 to 41 show another example of a chassis that can articulate about multiple axes and is shown as being provided with front and rear chassis 202a, 202b that can pivot with respect to each other about a horizontal, longitudinal axis and a horizontal, lateral axis. In the examples shown at Figures 32 to 41, the implement 208 is shown as being mounted to the front chassis 202a but may be alternatively mounted to or otherwise associated with the rear chassis 202b.

[0129] Figures 42 to 47 show example steering configurations that may be used with vehicle 200. Figure 42 shows a two-wheel steering configuration in which the front ground-engaging elements 204a are steerable together at the same steering angle (i.e., the front ground-engaging elements 204a always remain parallel to each other) and the rear ground-engaging elements 204b are not steered. Figure 43 shows a two-wheel steering configuration in which the front ground-engaging elements 204a are steerable together in a mechanical Ackerman arrangement and the rear ground-engaging elements 204b are not steered. With such an arrangement, the front wheels 204a are steered by a common linkage that steers the outer ground- engaging element 204a at a wider angle in comparison to the inner ground-engaging element 204a. Figure 44 shows a four-wheel steering arrangement in which the front ground-engaging elements 204a are steerable together in a first mechanical Ackerman arrangement and in which the rear groundengaging elements 204b are steerable together in a second mechanical Ackerman arrangement. Figure 45 shows a four-wheel steering arrangement in which each of the ground-engaging elements 204a, 204b is independently steerable and in which the front ground-engaging elements 204a and the rear ground-engaging elements 204b are steered to guide the vehicle 200, during turns, about a radius of curvature. Figure 46 shows a four-wheel steering arrangement in which each of the ground-engaging elements 204a, 204b is independently steerable and in which the front ground-engaging elements 204a and the rear ground-engaging elements 204b are steered at the same steering angle (i.e. all ground-engaging elements 204a, 204b are parallel to each other) in a crab steering arrangement in which the vehicle 200 moves along a straight or curved path that isoblique to the longitudinal axis of the vehicle. Figure 47 shows an arrangement in which steering is accomplished by controlling the angle between the front and rear chassis 202a, 202b in an articulated steering arrangement.

[0130] Figures 48 to 50 show example drive arrangements that may be used with vehicle 200. Figure 48 shows an arrangement in which a single drive arrangement 210 drives each of the ground-engaging elements 204a, 204b. Figure 49 shows an arrangement in which a drive arrangement 210 drives the front ground-engaging elements 204a, 204b and a separate drive arrangement 210 drives the rear groundengaging elements 204a, 204b. Figure 50 shows an arrangement in which a separate drive arrangement 210 is provided for each of the ground-engaging elements 204a, 204b. Although Figures 48 to 50 show drive arrangements 210 which provide power to all of the ground-engaging elements 204a, 204b, the vehicle 200 may be configured such that a drive arrangement 210 provides power to fewer than all of the ground-engaging elements 204a, 204b with the remaining members being unpowered. For example, a single drive arrangement 210 could provide power to only the front ground-engaging elements 204a or to only the rear ground-engaging elements 204b.

[0131] As noted previously, many combinations of the above-described vehicle features are possible that result in the vehicle 200 being able to utilize one or more of the variously shown and described offset and reduced speed modes. For example, a vehicle having a solid chassis of the type shown in Figures 30 and 31 can be combined with any of the steering arrangements shown at Figures 42 to 47 and any of the drive arrangements shown at Figures 48 to 50. For example, a vehicle having an articulating chassis of the type shown in Figures 32 to 41 can be combined with the steering arrangement shown at Figure 47 and any of the drive arrangements shown at Figures 48 to 50. In one example configuration, the vehicle 200 is a four-wheeled vehicle and the implement 208 is a bellymounted mower arrangement including a deck housing one or more blades rotating about a vertical pivot axis, wherein the chassis 202 is configured to articulate about a horizontal, lateral axis, wherein the drive arrangement is a single power plant that drives the rear wheels in a two-wheel drive arrangement, and wherein the front wheels are steered in an Ackerman arrangement. In one example configuration, the vehicle 200 is a four-wheel vehicle and the implement 208 is a belly-mounted mower arrangementincluding a deck housing one or more rotating blades, wherein the chassis 202 is configured to articulate about a horizontal, lateral axis, wherein the drive arrangement 210 is a single power plant 210 that drives the rear wheels 204b in a two-wheel drive arrangement, and wherein the front wheels 204a are provided with Ackerman steering. In one example configuration, the vehicle 200 is a four-wheel vehicle and the implement 208 is a belly-mounted mower arrangement including a deck housing one or more rotating blades, wherein the chassis 202 is configured to articulate about both a horizontal, lateral axis and a horizontal, longitudinal axis, wherein the drive arrangement 210 is a dual power plant 210 with one driving the rear wheels 204b and the other driving the front wheels 204a in a four-wheel drive arrangement, and wherein both the front wheels 204a and the rear wheels 204b are provided with Ackerman steering.

[0132] In some examples, the motors 104a, 105a, 106a are configured to lock or brake when in an unpowered state such that the vehicle 100 is prevented from undesirably moving. However, there are instances where it may be preferable to disable the brake function of the motors to allow the vehicle 100 to be moved in the roller configuration. For example, it may be desired to tow the vehicle in the roller configuration in instances where the vehicle 100 cannot be readily moved into the towed configuration, or for other reasons. In such cases, the vehicle 100 can be placed in the tow mode through the user interface 502 or through the use of the vehicle key such that the brakes of the motors 104a, 105a, 106a are energized and deactivated. In the latter case, the tow mode may be effectuated in accordance with U.S. Patent Application Serial No. 19 / 042,508, filed on January 31, 2025, entitled ELECTRIC UTILITY VEHICLE WITH TOW MODE, and having Attorney Docket No. 06372.0289USU1, the entirety of which is incorporated by reference herein. In some examples, the motors 104a, 105a, 106a are PMAC (permanent magnet alternating current) type motors.

[0133] Having described the preferred aspects and implementations of the present disclosure, modifications and equivalents of the disclosed concepts may readily occur to one skilled in the art. However, it is intended that such modifications and equivalents be included within the scope of the claims which are appended hereto.

Claims

CLAIMSWhat is claimed is:

1. A turf roller comprising: a) a chassis; b) a roller assembly supporting the chassis; c) a steering arrangement operably coupled to the roller assembly and configured to control an angular direction of the roller assembly; d) a drive arrangement operably coupled to the roller assembly and configured to rotationally drive the roller assembly in either of a first rotational direction, or a second, opposite rotational direction; e) at least one input; and f) an electronic controller configured to receive an offset path mode signal from the at least one input and send a command to the steering arrangement to steer the turf roller from a first drive path in which the roller assembly is driven in the first direction, onto a second drive path that is offset from the first drive path in which the roller assembly is driven in the second direction.

2. The turf roller of claim 1, wherein the turf roller maintains its vehicle orientation within a predefined angular limit when transitioning between the first and second drive paths.

3. The turf roller of claim 2, wherein the transition from the first drive path to the second drive path involves a change in vehicle orientation by less than 45 degrees.

4. The turf roller of claim 1, wherein the electronic controller is configured to steer the turf roller such that the second drive path is parallel to the first drive path.

5. The turf roller of claim 1, wherein the electronic controller is configured to steer the turf roller such that the second drive path extends at an oblique angle to the first drive path.

6. The turf roller of claim 1, wherein the electronic controller is configured to steer the turf roller such that the second drive path is at least partially overlapping with the first drive path.

7. The turf roller of claim 1, wherein the electronic controller sends an output command to the drive arrangement to stop the turf roller before commencing the second drive path.

8. The turf roller of claim 1, wherein the electronic controller sends an output command to the steering arrangement to steer the turf roller onto the second drive path after the turf roller has travelled a predetermined distance after receiving the offset path mode signal.

9. The turf roller of claim 1, wherein the electronic controller sends output commands to the steering arrangement to steer the turf roller in an S-turn to guide the turf roller from the first drive path to the second drive path.

10. The turf roller of claim 1, wherein the at least one input includes a joystick or thumbstick for providing steering and drive input signals to the electronic controller.

11. The turf roller of claim 10, wherein the at least one input includes a selector for providing the offset path mode signal.

12. The turf roller of claim 11, wherein the selector is a button.

13. A method of operating a turf roller, the method comprising: a) moving the turf roller along a first drive path by providing user input signals to an electronic controller in communication with a drive arrangement and a steering arrangement of the turf roller;b) sending an offset path mode input signal to the electronic controller; and c) initiating an automatic offset path mode wherein the electronic controller sends output commands to the steering arrangement to steer the turf roller from a first drive path onto a second drive path that is offset from the first drive path.

14. The method of claim 13, wherein the second drive path is parallel to the first drive path.

15. The method of claim 13, wherein the second drive path extends at an oblique angle to the first drive path.

16. The method of claim 13, wherein the second drive path is at least partially overlapping with the first drive path.

17. The method of claim 13, wherein the electronic controller, in the automatic offset path mode, sends an output command to the drive arrangement to either stop or reverse a drive direction of the turf roller after the steering arrangement has steered the turf roller onto the second drive path.

18. The method of claim 13, wherein the electronic controller, in the automatic offset path mode, sends an output command to the steering arrangement to steer the turf roller onto the second drive path after the turf roller has travelled a predetermined distance after receiving the offset path mode input signal.

19. The method of claim 13, wherein the electronic controller, in the automatic offset path mode, sends output commands to the steering arrangement to steer the turf roller in an S-tum to guide the turf roller from the first drive path to the second drive path.

20. A turf roller, comprising: a) a chassis; b) a roller assembly supporting the chassis; c) a drive arrangement operably coupled to the roller assembly and configured to rotationally drive the roller assembly; d) an operator control input; and e) an electronic controller configured to receive input signals from the operator control input, based on a position of the control input, and to send output commands to the drive arrangement, the electronic controller having a first operating mode and a reduced speed mode, wherein: i) in the first operating mode, the electronic controller sends output commands to the drive arrangement based on a position of the operator control input ; and ii) in the reduced speed mode, after a reduced speed mode input signal is received from the operator control input, the electronic controller sends output commands to the drive arrangement that are reduced in comparison to the output commands sent to the drive arrangement based on the same position of the operator control input when in the first operating mode.

21. The turf roller of claim 20, wherein the electronic controller returns to the first operating mode after the operator control input has been returned to a neutral position.

22. The turf roller of claim 20, wherein the electronic controller returns to the first operating mode after the operator control input has been returned to a neutral position and after the reduced speed mode input signal has been terminated.

23. The turf roller of claim 20, wherein the electronic controller, in the reduced speed mode, reduces the output commands to the drive arrangement by at least one halfin comparison to the output commands sent to the drive arrangement based on the same position of the operator control input when in the first operating mode.

24. The turf roller of claim 20, wherein the electronic controller, in the reduced speed mode, reduces a maximum speed of the turf roller by a predetermined amount in comparison to a maximum speed of the turf roller when in the first operating mode.

25. The turf roller of claim 20, further comprising an indicator on an operator station including the operator control input to provide visual feedback when the electronic controller is in the reduced speed mode.

26. The turf roller of claim 20, wherein the operator control input includes a joystick or thumbstick for providing drive input signals to the electronic controller.

27. The turf roller of claim 26, wherein the operator control input includes a selector for providing the reduced speed mode input signal.

28. The turf roller of claim 27, wherein the selector is a trigger.

29. The turf roller of claim 20, further comprising a towing hitch operably coupled to the chassis and configured to selectively couple to a towing vehicle.

30. A method of operating a turf roller, the method comprising: a) driving the turf roller in a normal operating mode, wherein an electronic controller sends output commands to a drive arrangement of the turf roller to control a speed of the turf roller based on received user input signals generated by positioning an input control member; b) sending a reduced speed mode input signal to the electronic controller; and c) initiating a reduced speed mode, wherein the electronic controller sends output commands to the drive arrangement that are reduced in comparison tothe output commands sent to the drive arrangement based on the same position of the input control member when in the normal operating mode.

31. The method of claim 30, wherein the electronic controller returns to the normal operating mode after the input control member has been returned to a neutral position.

32. The method of claim 30, wherein the electronic controller returns to the normal operating mode after the input control member has been returned to a neutral position and after the reduced speed mode input signal has been terminated.

33. The method of claim 30, wherein the electronic controller, in the reduced speed mode, reduces the output commands to the drive arrangement by at least one half in comparison to the output commands sent to the drive arrangement based on the same position of the input control member when in the normal operating mode.

34. The method of claim 30, wherein the electronic controller, in the reduced speed mode, reduces a maximum speed of the turf roller by a predetermined amount in comparison to a maximum speed of the turf roller when in the normal operating mode.

35. A method for attaching a turf roller to a tow vehicle, the method comprising: a) positioning the turf roller in a roller configuration, wherein one or more roller assemblies of the turf roller are in ground- engaging contact and a towbar is operably coupled to the turf roller; b) moving the turf roller towards a vehicle hitch receiver of the tow vehicle, wherein the towbar moves along with the turf roller; and c) securing a hitch mount of the towbar to the vehicle hitch receiver.

36. The method of claim 35, further comprising converting the turf roller from the roller configuration to a towing configuration through activation of a transport carriagelift actuator configured to lift the one or more roller assemblies off the ground and move a pair of wheels into ground-engaging contact for towing.

37. The method of claim 35, further comprising activating a reduced speed mode by sending a reduced speed mode input signal to an electronic controller of the turf roller, wherein the electronic controller limits a maximum speed of the turf roller.

38. The method of claim 35, further comprising employing a handle of the towbar to align the hitch mount of the towbar with the vehicle hitch receiver of the tow vehicle.

39. The method of claim 35, further comprising attaching the towbar to a towing hitch of the turf roller prior to positioning the turf roller.

40. A turf maintenance vehicle comprising: a. a chassis; b. a steering arrangement operably coupled to the chassis and configured to control an angular direction of the chassis; c. a drive arrangement operably coupled to the chassis and configured to rotationally drive a ground-engaging element in either of a first rotational direction, or a second, opposite rotational direction; d. at least one input; and e. an electronic controller configured to receive an offset path mode signal from the at least one input and send a command to the steering arrangement to steer the chassis from a first drive path in which the ground-engaging element is driven in the first direction, onto a second drive path that is offset from the first drive path in which the ground-engaging element is driven in the second direction.

41. The turf maintenance vehicle of claim 40, wherein the second drive path is parallel to the first drive path.

42. The turf maintenance vehicle of claim 40, wherein the second drive path extends at an oblique angle to the first drive path.

43. The turf maintenance vehicle of claim 40, wherein the first drive path corresponds to a first treatment path and a second drive path corresponds to a second treatment path, wherein the second treatment path is nearly or partially overlapping the first treatment path.

44. The turf maintenance vehicle of claim 40, wherein the electronic controller, in and automatic offset path mode, sends an output command to the drive arrangement to either stop or reverse a drive direction of the turf maintenance vehicle after the steering arrangement has steered the turf maintenance vehicle onto the second drive path.

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