Electric work vehicle and power take-off control method

Abstract

A method for generating a new ground speed power take-off (G-PTO) map including a relationship between a current work vehicle speed and a power take-off (PTO) target rotational speed is provided, the method comprising the steps of: setting a work vehicle speed for a point included in the new G-PTO map; setting a PTO rotational speed for the point included in the new G-PTO map; plotting the point on the new G-PTO map; and plotting a line on the new G-PTO map based on the point.

Description

[Technical Field]

[0001] The present invention relates to an electric work vehicle and a power take-off (PTO) control method. [Background technology]

[0002] A conventional internal combustion engine tractor may include a power take-off (PTO). The rotational speed of the PTO changes linearly with the acceleration and deceleration of the tractor. Because the PTO and the wheels share the same power source, the relationship between the tractor's acceleration and deceleration speed and the PTO's rotational speed is determined and fixed based on the gear ratio. Summary of the Invention

[0003] The preferred embodiment of the present invention relates to an electric work vehicle and power take-off control method that provides improved control of the relationship between work vehicle speed and power take-off (PTO) rotational speed (rpm).

[0004] A method according to a preferred embodiment of the present invention for generating a new ground speed power take-off map (G-PTO map) including a relationship between a current work vehicle speed and a target power take-off (PTO) rotation speed comprises the steps of setting a work vehicle speed for a point included in the new G-PTO map, setting a PTO rotation speed for the point included in the new G-PTO map, plotting the point on the new G-PTO map, and plotting a line on the new G-PTO map based on the point.

[0005] A method according to a preferred embodiment of the present invention further includes plotting another point on the new G-PTO map, where the point corresponds to a first point on the new G-PTO map and the another point corresponds to a second point on the new G-PTO map, and where the step of plotting the line on the new G-PTO map includes plotting the line on the new G-PTO map based on the first point and the second point.

[0006] In a method according to a preferred embodiment of the present invention, the work vehicle speed for the point is set using a work vehicle speed control when the work vehicle is set in a G-PTO map setting mode, and the work vehicle speed control is operable by an operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set in a G-PTO map setting mode.

[0007] In a method according to a preferred embodiment of the present invention, the fact that the work vehicle speed for the point has been set and / or the value of the work vehicle speed set for the point is displayed on an information display.

[0008] In a method according to a preferred embodiment of the present invention, the PTO speed for the point is set using a PTO speed control when the work vehicle is set in a G-PTO map setting mode, and the PTO speed control is operable by an operator of the work vehicle to control the speed (speed) of the PTO when the work vehicle is not set in the G-PTO map setting mode.

[0009] In a preferred embodiment of the present invention, the PTO speed for the point is set. The method further includes the step of displaying on an information display that the PTO speed is being set for the point and / or the value of the PTO speed set for the point.

[0010] A method according to a preferred embodiment of the present invention further includes setting a lower PTO speed limit for the new G-PTO map, the lower PTO speed limit being set using a PTO speed control when the work vehicle is set in a G-PTO map setting mode, the PTO speed control being operable by an operator of the work vehicle to control the speed (rpm) of the PTO when the work vehicle is not set in the G-PTO map setting mode.

[0011] A method according to a preferred embodiment of the present invention further comprises the step of displaying on an information display that the PTO lower speed limit value has been set and / or that the PTO lower speed limit value has been set.

[0012] A method according to a preferred embodiment of the present invention further includes setting a PTO speed upper limit value for the new G-PTO map, the PTO speed upper limit value being set using a PTO speed control when the work vehicle is set in a G-PTO map setting mode, the PTO speed control being operable by an operator of the work vehicle to control the speed (rpm) of the PTO when the work vehicle is not set in the G-PTO map setting mode.

[0013] A method according to a preferred embodiment of the present invention further includes the steps of: accepting a command to enter a G-PTO map setting mode to create the new G-PTO map; determining whether a PTO switch is in the OFF position in response to the command to enter the G-PTO map setting mode; and exiting the G-PTO map setting mode if the PTO switch is not in the OFF position.

[0014] The method further includes setting a work vehicle speed lower limit value for the new G-PTO map, the work vehicle speed lower limit value being set using a work vehicle speed control when the work vehicle is set in a G-PTO map setting mode, the work vehicle speed control being operable by an operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set in the G-PTO map setting mode.

[0015] In a method according to a preferred embodiment of the present invention, the work vehicle speed for the point and the PTO rotation speed for the point are set using a touch screen when the work vehicle is set in a G-PTO map setting mode, the touch screen being operable to accept input values ​​that designate a touch point on the new G-PTO map as the position of the point, and the work vehicle speed for the point and the PTO rotation speed for the point are determined using the touch point on the G-PTO map designated as the position of the point.

[0016] In a method according to a preferred embodiment of the present invention, the work vehicle speed for the point and the PTO rotation speed for the point are set using a user interface operable to accept a numerical value for the work vehicle speed for the point and a numerical value for the PTO rotation speed for the point.

[0017] A method according to a preferred embodiment of the present invention includes the steps of: receiving a command to enter a G-PTO map setting mode in which the G-PTO map is generated; determining whether a shuttle lever of a work vehicle is in a neutral position in response to the command to enter the G-PTO map setting mode; and determining whether the shuttle lever of the work vehicle is in the neutral position. and exiting the G-PTO map setting mode if the shuttle lever of the work vehicle is not in the neutral position.

[0018] A method according to a preferred embodiment of the present invention further includes the steps of receiving a command to enter a G-PTO map setting mode in which the G-PTO map is generated, determining whether a brake input of the work vehicle is in the on position in response to the command to enter the G-PTO map setting mode, and exiting the G-PTO map setting mode if the brake input of the work vehicle is not in the on position.

[0019] A method according to a preferred embodiment of the present invention includes the steps of generating a new ground speed power take-off map (G-PTO map) including a relationship between a current work vehicle speed and a target power take-off (PTO) rotation speed, and the step of generating the new G-PTO map includes the step of setting a line directly using a touch screen.

[0020] A method according to a preferred embodiment of the present invention further includes setting a lower PTO speed limit value and / or an upper PTO speed limit value for the new G-PTO map, wherein the lower PTO speed limit value and / or the upper PTO speed limit value are set using a PTO speed control when the work vehicle is set in a G-PTO map setting mode, and the PTO speed control is operable by an operator of the work vehicle to control PTO speed when the work vehicle is not set in the G-PTO map setting mode.

[0021] A method according to a preferred embodiment of the present invention further comprises setting a work vehicle speed lower limit for the new G-PTO map, the work vehicle speed lower limit being set using a work vehicle speed control when the work vehicle is set in a G-PTO map setting mode, the work vehicle speed control being operable by an operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set in the G-PTO map setting mode.

[0022] A method according to a preferred embodiment of the present invention includes generating a new ground speed power take-off map (G-PTO map) including a relationship between a current work vehicle speed and a target power take-off (PTO) rotational speed, the new G-PTO map being generated based on one or more operator input values ​​to a user interface that sets the relationship between the current work vehicle speed and the target power take-off (PTO) rotational speed, the relationship including a line including a gradient value set based on the one or more operator input values, the gradient value being set from within a continuous range of gradient values.

[0023] In a method according to a preferred embodiment of the present invention, the gradient value of the line is greater than zero and is constant along the entire length of the line.

[0024] A work vehicle according to a preferred embodiment of the present invention includes an electronic control unit configured or programmed to accept inputs for setting a work vehicle speed relative to a point included in a new ground speed power take-off map (G-PTO map) that includes a relationship between current work vehicle speed and a target power take-off (PTO) rotation speed, accept inputs for setting a PTO rotation speed relative to the point included in the new G-PTO map, and plot a line on the new G-PTO map based on the point.

[0025] In a preferred embodiment of the present invention, the point corresponds to a first point on the new G-PTO map, and the electronic control unit plots a second point on the new G-PTO map and calculates the new G-PTO speed based on the first point and the second point. - configured or programmed to plot said line on a PTO map.

[0026] A work vehicle according to a preferred embodiment of the present invention further includes a work vehicle speed control (means), wherein the work vehicle speed for the point is set using the work vehicle speed control when the work vehicle is set in a G-PTO map setting mode, and the work vehicle speed control is operable by an operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set in the G-PTO map setting mode.

[0027] A work vehicle according to a preferred embodiment of the present invention further includes an information display, which displays that the work vehicle speed for the point has been set and / or the value of the work vehicle speed that has been set for the point.

[0028] A work vehicle according to a preferred embodiment of the present invention further includes a PTO speed control (means), wherein the PTO speed for the point is set using the PTO speed control when the work vehicle is set in a G-PTO map setting mode, and the PTO speed control is operable by an operator of the work vehicle to control the speed (speed) of the PTO when the work vehicle is not set in the G-PTO map setting mode.

[0029] A work vehicle according to a preferred embodiment of the present invention further includes an information display that displays that the PTO speed for the point is being set and / or the value of the PTO speed that has been set for the point.

[0030] A work vehicle according to a preferred embodiment of the present invention further includes a PTO speed control, wherein the electronic control unit is configured or programmed to receive input for setting a PTO speed lower limit value for the new G-PTO map, the PTO speed lower limit value being set using the PTO speed control when the work vehicle is set in a G-PTO map setting mode, and the PTO speed control is operable by an operator of the work vehicle to control the speed (speed) of the PTO when the work vehicle is not set in the G-PTO map setting mode.

[0031] A work vehicle according to a preferred embodiment of the present invention further includes an information display that displays that the PTO rotational speed lower limit value has been set and / or that the PTO rotational speed lower limit value has been set.

[0032] A work vehicle according to a preferred embodiment of the present invention further includes a PTO speed control, wherein the electronic control unit is configured or programmed to set a PTO speed upper limit value for the new G-PTO map, the PTO speed upper limit value being set when the work vehicle is set in the G-PTO map setting mode, and the PTO speed control is operable by an operator of the work vehicle to control the speed (speed) of the PTO when the work vehicle is not set in the G-PTO map setting mode.

[0033] In a preferred embodiment of the present invention, the electronic control unit is configured or programmed to receive a command to enter a G-PTO map setting mode to create the new G-PTO map, determine whether a PTO switch is in the OFF position in response to the command to enter the G-PTO map setting mode, and exit the G-PTO map setting mode if the PTO switch is not in the OFF position.

[0034] A work vehicle according to a preferred embodiment of the present invention further comprises a work vehicle speed control. The slave control unit is configured or programmed to accept input to set a work vehicle speed lower limit value for the new G-PTO map, the work vehicle speed lower limit value being set using the work vehicle speed control when the work vehicle is set in a G-PTO map setting mode, and the work vehicle speed control being operable by an operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set in the G-PTO map setting mode.

[0035] A work vehicle according to a preferred embodiment of the present invention further includes a touch screen, wherein the work vehicle speed for the point and the PTO rotation speed for the point are set using the touch screen when the work vehicle is set in a G-PTO map setting mode, the touch screen is operable to receive a touch input that designates a touch point on the G-PTO map as the position of the point, and the work vehicle speed for the point and the PTO rotation speed for the point are determined using the touch point on the G-PTO map that has been designated as the position of the point.

[0036] A work vehicle according to a preferred embodiment of the present invention further includes a user interface, wherein the work vehicle speed for the point and the PTO rotation speed for the point are set using the user interface operable to receive a value for the work vehicle speed for the point and a value for the PTO rotation speed for the point.

[0037] In a preferred embodiment of the present invention, the electronic control unit is configured or programmed to receive a command to enter a G-PTO map setting mode in which the G-PTO map is generated, and in response to the command to enter the G-PTO map setting mode, determine whether or not a shuttle lever of the work vehicle is in a neutral position, and exit the G-PTO map setting mode if the shuttle lever of the work vehicle is not in the neutral position.

[0038] In a preferred embodiment of the present invention, the electronic control unit is configured or programmed to receive a command to enter a G-PTO map setting mode in which the G-PTO map is generated, and in response to the command to enter the G-PTO map setting mode, determine whether the brake input of the work vehicle is in the on position, and exit the G-PTO map setting mode if the brake input of the work vehicle is not in the on position.

[0039] A work vehicle according to a preferred embodiment of the present invention includes a touchscreen and an electronic control unit configured or programmed to generate a new power take-off (G-PTO) map including a relationship between current work vehicle speed and a target power take-off (PTO) rotation speed, and to generate the new G-PTO map based on operator input to the touchscreen that sets a line directly on the new G-PTO map.

[0040] A work vehicle according to a preferred embodiment of the present invention further includes a PTO speed control, wherein the electronic control unit is configured or programmed to receive an input for setting the PTO lower limit value and / or an input for setting the PTO upper limit value, the PTO lower limit value and / or the PTO upper limit value being set using the PTO speed control when the work vehicle is set in a G-PTO map setting mode, and the PTO speed control is operable by an operator of the work vehicle to control the speed (speed) of the PTO when the work vehicle is not set in the G-PTO map setting mode.

[0041] A work vehicle according to a preferred embodiment of the present invention further includes a work vehicle speed control, wherein the electronic control unit is configured or programmed to accept input for setting a work vehicle speed lower limit value for the new G-PTO map, the work vehicle speed lower limit value being set using the work vehicle speed control when the work vehicle is set in a G-PTO map setting mode, and the work vehicle speed control is operable by an operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set in the G-PTO map setting mode.

[0042] A work vehicle according to a preferred embodiment of the present invention includes a user interface and an electronic control unit, wherein the electronic control unit is configured or programmed to generate a new power take-off map (G-PTO map) including a relationship between a current work vehicle speed and a target rotation speed of the power take-off (PTO), and to generate the G-PTO map based on the one or more operator input values ​​that set the relationship between the current work vehicle speed and the target rotation speed of the power take-off (PTO), the relationship including a line including a gradient value that is set based on the one or more operator input values, and the gradient value is set from within a continuous range of gradient values.

[0043] In a preferred embodiment of the present invention, the slope value of the line is greater than zero and is constant along the entire length of the line.

[0044] The above and other features, components, steps, configurations, characteristics and advantages of the present invention will become more apparent from the following detailed description of the embodiments of the present invention with reference to the accompanying drawings. [Brief explanation of the drawings]

[0045] [Figure 1] 1 is a side view of a work vehicle according to a preferred embodiment of the present invention. [Figure 2] 1 is a diagram illustrating a power transmission according to a preferred embodiment of the present invention; [Figure 3]3 is a diagram showing a power transmission according to a preferred embodiment of the present invention.FIG. [Figure 4] 1 is a block diagram of a work vehicle according to a preferred embodiment of the present invention. [Figure 5] 1 illustrates an example of a user interface according to a preferred embodiment of the present invention. [Figure 6] 1 shows an example of a PTO map in a PTO fixed rotation speed mode according to a preferred embodiment of the present invention. [Figure 7] 1 is a flowchart illustrating a process according to a preferred embodiment of the present invention. [Figure 8] 1 is a flow chart illustrating steps according to a preferred embodiment of the present invention. [Figure 9] 1 illustrates an example of a ground speed power take-off (G-PTO) map for a G-PTO mode according to a preferred embodiment of the present invention. [Figure 10] 1 shows an example of a G-PTO map in a G-PTO mode according to a preferred embodiment of the present invention. [Figure 11] 1 shows an example of a G-PTO map in a G-PTO mode according to a preferred embodiment of the present invention. [Figure 12] 1 shows an example of a G-PTO map in a G-PTO mode according to a preferred embodiment of the present invention. [Figure 13] 1 shows an example of a G-PTO map in a G-PTO mode according to a preferred embodiment of the present invention. [Figure 14] 1 is a flowchart illustrating a process according to a preferred embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0046] 1 shows a work vehicle 1 according to a preferred embodiment of the present invention. In the preferred embodiment, the work vehicle 1 may be, for example, a tractor or a rice transplanter. In the preferred embodiment, the work vehicle Work vehicle 1 has front wheels 2 and rear wheels 3 provided at the front and rear of work vehicle 1, respectively, and a PTO motor 7 and a traction motor 8 attached to, for example, a hood 5. As will be described in detail later, PTO motor 7 is connected to a power take-off (PTO) 45 and is used to drive the PTO, and drive motor 8 is connected to wheels (for example, front wheels 2 and rear wheels 3) and is used to drive the wheels. Each of PTO motor 7 and drive motor 8 may be, for example, an AC motor.

[0047] In a preferred embodiment of the present invention, the battery 9 can be mounted, for example, at the front of the work vehicle 1. In a preferred embodiment, the battery 9 can be recharged by a fuel cell 10. The fuel cell 10 can be provided at the rear of the machine body and configured to generate electricity from hydrogen obtained from the hydrogen absorption fuel 12 and the reformer 13, and oxygen sent from the compressor 14 and stored in the battery 9. Alternatively, the battery 9 can be charged by an engine and a generator, as disclosed in U.S. Patent Publication No. 2022 / 0134860, the entire contents of which are incorporated herein by reference. As another example, the battery 9 can be charged using an external charging station. In a preferred embodiment, the battery 9 can include a battery ECU 9A, which can be connected to the ECU 62 and can send electrical signals to and receive electrical signals from the ECU 62 and can control functions of the battery 9, such as sending output signals to the first inverter 69 and the second inverter 70, as described in more detail below.

[0048] In a preferred embodiment of the present invention, the work vehicle 1 includes a lift arm 15 and a lower link 16. The lift arm 15 and the lower link 16 are connected via a lift rod 17, and by rotating the lift arm 15, a work machine (not shown) connected to the lower link 16 is raised and lowered. The lift arm 15 may be driven by, for example, an electric motor or hydraulically.

[0049] In a preferred embodiment of the present invention, a gear mechanism serving as a reducer may be provided within the transmission case 19 at a position rearward of the transmission for the PTO motor 7 and the drive motor 8. FIG. 2 shows the transmission mechanism housed in the transmission case 19. In a preferred embodiment, the output shaft 8a of the drive motor 8 is connected to a rear wheel differential (differential device) 27R, and the rotational force of the drive motor 8 is transmitted to the rear wheel differential 27R. In the preferred embodiment of the present invention shown in FIG. 2, a rear wheel reduction gear mechanism 33 is provided immediately rearward of the rear wheel differential 27R.

[0050] In a preferred embodiment of the present invention, a small-diameter gear 35 is attached to the output shaft 7a of the PTO drive motor 7, and a large-diameter gear 36 meshes with the small-diameter gear 35. One end of an intermediate shaft 37 supports the large-diameter gear 36, and a gear 41 is attached to the other end of the intermediate shaft 37. A gear 42 for driving the PTO shaft of the PTO 45 meshes with the gear 41. In a preferred embodiment, the PTO shaft protrudes rearward from the rear end of the transmission case 19. When driving a rotary work implement connected to the rear of the work vehicle 1, the PTO shaft and an input shaft on the work implement side are interlocked via a universal joint, and power is transmitted to the work implement side.

[0051] In a preferred embodiment of the present invention, when the PTO 45 is not in use, the PTO motor 7 is switched off, and when the PTO 45 is in use, the PTO motor 7 is switched on. Furthermore, when the work vehicle is not running, the travel motor 8 is switched off, and when the work vehicle is running, the travel motor 8 is switched on.

[0052] A preferred embodiment of the present invention is not limited to the configuration shown in Fig. 2. For example, Fig. 3 shows a preferred embodiment of the present invention in which the drive motor 8 includes a front-wheel drive motor 8F and a rear-wheel drive motor 8R. The output shaft 8Ra of the rear-wheel drive motor 8R is connected to the rear-wheel differential 27R, and the rotational force of the rear-wheel drive motor 8R is transmitted to the rear-wheel differential 27R. The output shaft 8Fa of the front-wheel drive motor 8F is connected to the front-wheel differential 27F, and the rotational force of the front-wheel drive motor 8F is transmitted to the front-wheel differential 27F.

[0053] Figure 4 is a block diagram including the features included in a preferred embodiment of the present invention, in which solid lines indicate electrical connections between components, bold solid lines indicate mechanical connections between components, and dashed lines indicate electrical signal connections between components.

[0054] As shown in Figures 4 and 5, the work vehicle 1 may have a user interface 51 including an accelerator lever 52 (e.g., for controlling the speed of the work vehicle), a PTO speed control dial 53 (e.g., for controlling the PTO speed (rpm)), a PTO on / off control switch 54, a ground speed power take-off (G-PTO) mode on / off switch 55, a G-PTO map setting mode switch 56, a G-PTO map setting switch 57, an information display 58, a touch screen 59, a G-PTO map memory switch 60, and a G-PTO map memory recall switch 61, as described in further detail below.

[0055] In a preferred embodiment, the accelerator lever 52 can be operated by the work vehicle operator to control the speed of the work vehicle (current work vehicle speed). For example, the accelerator lever 52 can be operated by the work vehicle operator to control the current speed of the work vehicle when the work vehicle is not in a G-PTO map setting mode, as described in more detail below. The accelerator lever 52 preferably comprises a lever / throttle, but alternatively may comprise a dial, button, pedal, or control included on the touch screen 59 that can be operated by the work vehicle operator to control the speed of the work vehicle.

[0056] In a preferred embodiment, the PTO speed control dial 53 can be operated by the work vehicle operator to control the rotational speed (PTO speed) of the PTO 45 when the work vehicle 1 is in fixed PTO speed mode, as described in more detail below. The PTO speed control dial 53 preferably includes a dial, but the PTO speed control dial 53 may alternatively include a lever / throttle, button, pedal, or control included on the touch screen 59 that can be operated by the work vehicle operator to control the speed of the PTO 45 when the work vehicle 1 is in fixed PTO speed mode.

[0057] In a preferred embodiment, the PTO on / off control switch 54 can be operated by an operator of the work vehicle to control whether the PTO 45 is turned on (whether the PTO rotates). The PTO on / off control switch 54 preferably includes a switch, but may alternatively include a dial, button, or control included on the touch screen 59 that can be operated by the operator of the work vehicle to control whether the PTO 45 rotates.

[0058] In a preferred embodiment, the G-PTO mode on / off switch 55 is operated by the work vehicle operator to control whether the work vehicle is operated in a G-PTO mode, in which the speed of the PTO 45 (i.e., PTO RPM) is dependent on the current work vehicle speed, or in a fixed PTO RPM mode, in which the operator can control the speed of the PTO 45 independent of the current work vehicle speed (e.g., using the PTO RPM control dial 53). The G-PTO mode on / off switch 55 preferably comprises a switch, however, the G-PTO mode on / off switch 55 may alternatively comprise a dial, button, or a work vehicle operator operable control included on the touch screen 59.

[0059] In a preferred embodiment, the G-PTO map setting mode switch 56 can be operated by the work vehicle operator to initiate the creation / setting of a new G-PTO map that includes the relationship between the current work vehicle speed and the target speed (target PTO RPM) of the PTO 45. The G-PTO map setting mode switch 56 preferably includes a switch, but the G-PTO map setting mode switch 56 may alternatively include a dial, button, or control on a touch screen 59 that can be operated by the work vehicle operator.

[0060] In a preferred embodiment, the G-PTO map setting switch 57 can be operated by the work vehicle operator to set / create points (e.g., pass points) on the G-PTO map, if one is being created. The G-PTO map setting switch 57 preferably comprises a switch, but the G-PTO map setting switch 57 may alternatively comprise a dial, button, or control on a touchscreen 59 operable by the work vehicle operator.

[0061] In a preferred embodiment, the user interface 51 is connected to the ECU 62 so as to be able to send electrical signals to the ECU 62 and receive electrical signals from the ECU 62. In Figure 4, the dashed line between the user interface 51 and the ECU 62 indicates that electrical signals can be shared (communicated) between the user interface 51 and the ECU 62.

[0062] 4, for example, the ECU 62 includes a work vehicle speed calculation unit 63, a PTO rotation speed calculation unit 64, a G-PTO mode map generation unit 65, and a G-PTO mode map storage unit 66, which will be described in detail below. In a preferred embodiment, the ECU 62 receives electrical signals from a drive motor rotation sensor 71 and a PTO motor rotation sensor 72, along with electrical signals from the user interface 51. In a preferred embodiment, the drive motor rotation sensor 71 detects, for example, the actual rotation speed of the drive motor 8 and is disposed adjacent to the drive motor output shaft 8a, and the PTO motor rotation sensor 72 detects the actual rotation speed of the PTO motor 7 and is disposed adjacent to the PTO motor output shaft 7a.

[0063] In a preferred embodiment of the present invention, the drive motor 8 and the PTO motor 7 are connected to the output side of the ECU 62. As shown in Fig. 4, for example, the travel motor 8 may be connected to the output side of the ECU 62 via a first inverter 69, and the PTO motor 7 may be connected to the output side of the ECU 62 via a second inverter 70. In a preferred embodiment, the work vehicle speed of the work vehicle 1 is set using the accelerator lever 52, and a command is output from the work vehicle speed calculation unit 63 of the ECU 62 to the inverter controller 68 to control the first inverter 69 at an inverter frequency corresponding to the work vehicle speed set using the accelerator lever 52. As will be described in detail later, the PTO rotation speed calculation unit 64 of the ECU 62 outputs a command to the inverter controller 68 to control the second inverter 70 at an inverter frequency corresponding to the PTO rotation speed determined by the PTO rotation speed calculation unit 64.

[0064] As described above, in a preferred embodiment of the present invention, the work vehicle 1 can be operated in a G-PTO mode in which the speed of the PTO 45 depends on the current work vehicle speed, or in a fixed PTO speed mode in which the operator can control the speed of the PTO 45 independently of (independently from) the current work vehicle speed.

[0065] FIG. 6 is an example of a PTO map in a fixed PTO speed mode in which the rotation speed of the PTO 45 is made independent of the current work vehicle speed, and the rotation speed of the PTO 45 is set to a fixed value that is independent of the current work vehicle speed. In the fixed PTO speed mode, the operator can control the current work vehicle speed (for example, by using the accelerator lever 52) and control the speed of the PTO 45 independently of the current work vehicle speed. For example, as shown in FIG. 6, the operator can The PTO rotation speed can be set to approximately 550 rpm, and the operator can then increase or decrease the PTO rotation speed as indicated by the upward and downward arrows in Figure 6. For example, in Figure 6, the operator sets the PTO rotation speed to approximately 550 rpm using the PTO rotation speed control dial 53, and the operator can then increase or decrease the speed of the PTO 45 using the PTO rotation speed control dial 53. In a preferred embodiment, when the work vehicle 1 is operated in the fixed PTO rotation speed mode, the PTO rotation speed calculation unit 64 of the ECU 62 outputs a command to the inverter controller 68 to control the second inverter 70 at an inverter frequency that corresponds to the PTO rotation speed set by the operator (for example, using the PTO rotation speed control dial 53).

[0066] FIG. 9 shows an example of a G-PTO map used when the work vehicle 1 is set to G-PTO mode, in which the target rotation speed of the PTO 45 is dependent on and associated with the current work vehicle speed. In a preferred embodiment, when the work vehicle 1 is operated in G-PTO mode, the PTO rotation speed calculation unit 64 of the ECU 62 calculates the target PTO rotation speed based on the current work vehicle speed and a G-PTO map that includes the relationship between the current work vehicle speed and the target PTO rotation speed. FIG. 9 shows a G-PTO map that sets the target PTO rotation speed to approximately 125 rpm when the current work vehicle speed is approximately 2 km / h, for example. In the G-PTO map of FIG. 9, the target PTO rotation speed increases linearly as the current work vehicle speed increases. In a preferred embodiment, when the work vehicle 1 is set to G-PTO mode, once the PTO rotation speed calculation unit 64 calculates the target PTO rotation speed, the PTO rotation speed calculation unit 64 outputs a command to the inverter controller 68 to control the second inverter 70 so that the inverter frequency corresponds to the target PTO rotation speed.

[0067] In a preferred embodiment of the present invention, an operator can use the user interface 51 of the work vehicle 1 to create / set one or more new G-PTO maps that include the relationship between the current work vehicle speed and the target PTO rotation speed and that can be used when the work vehicle 1 is set to the G-PTO mode. Figure 7 is a flowchart including steps related to the process of creating / setting a new G-PTO map. As will be described in more detail below, the ECU 62 can be programmed or configured to execute the steps shown in Figure 7.

[0068] In step S7-1, the ECU 62 receives an input / command to switch the G-PTO map setting mode switch 56 to the ON position. That is, the ECU 62 receives an input / command to transition to the G-PTO map setting mode / to switch to the ON state. For example, in step S7-1, the operator switches the G-PTO map setting mode switch 56 to the ON position to instruct the ECU 62 to start creating / setting a new G-PTO map.

[0069] In a preferred embodiment, in response to the G-PTO map setting mode switch 56 being switched to the ON position in step S7-1, the ECU 62 determines in step S7-2 whether the shuttle lever 79 of the work vehicle 1 is in the neutral position. If the ECU 62 determines in step S7-2 that the shuttle lever of the work vehicle 1 is not in the neutral position, the processing ends. That is, if the ECU 62 determines in step S7-2 that the shuttle lever of the work vehicle 1 is not in the neutral position, the processing exits (exits) the G-PTO map setting mode. On the other hand, if the ECU 62 determines in step S7-2 that the shuttle lever of the work vehicle 1 is in the neutral position, the process proceeds to step S7-3. For example, FIG. 5 shows a specific example of a shuttle lever 79 that can be set to a reverse position, a neutral position, or a forward position. In a preferred embodiment of the present invention, step S7-2 prevents the work vehicle from traveling / moving when the G-PTO map setting mode is switched to the ON state and a new G-PTO map is being created.

[0070] In step S7-3, the ECU 62 determines whether the brake input of the work vehicle 1 is in the ON position. If the ECU 62 determines in step S7-3 that the brake input of the work vehicle 1 is not in the ON position, the process ends. That is, if the ECU 62 determines in step S7-3 that the brake input of the work vehicle 1 is not in the ON position, the process exits (exits) the G-PTO map setting mode. On the other hand, if the ECU 62 determines in step S7-3 that the brake input of the work vehicle 1 is in the ON position, the process proceeds to step S7-4. For example, FIG. 5 shows a specific example of a brake input 80 that can be set to an ON position and an OFF position. The specific example of the brake input device 80 shown in FIG. 5 includes a parking brake lever, but the brake input device may alternatively include, for example, a foot brake pedal. In a preferred embodiment of the present invention, step S7-3 prevents the work vehicle from traveling / moving when the G-PTO map setting mode is switched to the ON state and a new G-PTO map is being created.

[0071] As described above, in a preferred embodiment of the present invention, steps S7-2 and S7-3 are performed to switch the G-PTO map setting mode to the ON state and prevent the work vehicle from traveling / moving when a new G-PTO map is being created. However, other methods can also be used to prevent the work vehicle from traveling / moving when the G-PTO map setting mode is switched to the ON state and a new G-PTO map is being created.

[0072] In step S7-4, the ECU 62 determines whether the PTO on / off control switch 54 is in the OFF position. If the ECU 62 determines in step S7-4 that the PTO on / off control switch 54 is not in the OFF position (e.g., in the ON position), the process ends. That is, if the ECU 62 determines in step S7-4 that the PTO on / off control switch 54 is not in the OFF position, the process exits the G-PTO map setting mode. On the other hand, if the ECU 62 determines in step S7-4 that the PTO on / off control switch 54 is in the OFF position, the process proceeds to step S7-5. In a preferred embodiment of the present invention, step S7-4 prevents the PTO 45 from rotating when the G-PTO map setting mode is in the ON position and a new G-PTO map is being created. However, step S7-4 is not limited to preventing the PTO 45 from rotating based on the PTO on / off control switch 54 being in the off position, and other methods (modes) may be used to prevent the PTO 45 from rotating when the G-PTO map setting mode is in the on position and a new G-PTO map is being created.

[0073] In step S7-5, the ECU initiates / starts the process of creating a new G-PTO map, and in step S7-6, the G-PTO mode map generator 65 of the ECU 62 creates / generates the new G-PTO map based on operator input to the user interface 51.

[0074] FIG. 8 shows a more detailed flowchart of the steps included in step S7-6, in which the G-PTO mode map generator 65 of the ECU 62 creates / generates a new G-PTO map based on operator input via the user interface 51. In a preferred embodiment of the present invention, step S8-1 includes setting the work vehicle speed at a first point 73 included in the G-PTO map. That is, in step S8-1, the ECU 62 accepts input for setting the work vehicle speed for the first point 73. In a preferred embodiment, when the G-PTO map is created / set in step S7-6 (e.g., when the G-PTO map setting mode switch 56 is switched to the ON position), the accelerator lever 52 can be used to set the work vehicle speed for the first point (initial point) to be included in the G-PTO map. For example, in the case of the G-PTO map shown in Figure 9, the operator can use the accelerator lever 52 to set the work vehicle speed for the first point 73 included in the new G-PTO map to approximately 4 km / h.

[0075] In a preferred embodiment, in step S8-1, the information display 58 can display / instruct the operator that the operator is setting the work vehicle speed for the first point 73. Furthermore, by displaying the value of the work vehicle speed that is set for the first point 73 using the accelerator lever 52 on, for example, the information display 58, the operator can see the value of the work vehicle speed that is set for the first point 73.

[0076] In a preferred embodiment, step S8-2 includes setting a PTO speed for the first point 73 included in the G-PTO map. That is, in step S8-2, the ECU 62 accepts an input value for setting the PTO speed for the first point 73. In a preferred embodiment, when the operator creates / sets a new G-PTO map in step S7-6 (e.g., when the G-PTO map setting mode switch 56 is switched to the ON position), the operator can use the PTO speed control dial 53 to set the PTO speed for the first point 73 included in the G-PTO map. For example, in the case of the G-PTO map shown in FIG. 9, the operator can use the PTO speed control dial 53 to set the PTO speed for the first point 73 included in the new G-PTO map to 250 rpm.

[0077] In a preferred embodiment, in step S8-2, the information display 58 can indicate to the operator that the operator is setting the PTO speed for the first point 73. Furthermore, the value of the PTO speed for the first point 73 that is set using the PTO speed control dial 53 can be displayed, for example, on the information display 58, allowing the operator to see (visually recognize) the value of the PTO speed that is set for the first point 73.

[0078] In a preferred embodiment, once the work vehicle speed for the first point 73 included in the G-PTO map is set in step S8-1 and the PTO rotation speed for the first point 73 included in the G-PTO map is set in step S8-2, ECU 62 can accept input from the operator in step S8-3 to set / confirm the first point 73 included in the G-PTO map. For example, in step S8-3, the operator can press G-PTO map setting switch 57 to set / confirm the first point 73 included in the G-PTO map.

[0079] In a preferred embodiment, in response to receiving an input in step S8-3 to establish / confirm inclusion of first point 73 on the G-PTO map, ECU 62 may plot first point 73 on the G-PTO map in step S8-4, and the process proceeds to step S8-5. For example, in the example shown in Figure 9, first point 73 is plotted on the G-PTO map, and the process proceeds to step S8-5. In a preferred embodiment, the G-PTO map with first point 73 plotted may be displayed on information display 58 in step S8-4.

[0080] In a preferred embodiment of the present invention, step S8-5 includes setting a work vehicle speed for a second point 74 included in the G-PTO map. That is, in step S8-5, the ECU 62 accepts an input value for setting the work vehicle speed for the second point 74. In a preferred embodiment, when the operator creates / sets a new G-PTO map in step S7-6 (e.g., when the G-PTO map setting mode switch 56 is switched to the ON position), the accelerator lever 52 can be used to set the work vehicle speed for the second point 74 included in the G-PTO map, similar to the way the accelerator lever 52 can be used to set the work vehicle speed for the first point 73 included in the G-PTO map. For example, in the case of the G-PTO map shown in FIG. 9 , the operator can use the accelerator lever 52 to set the work vehicle speed for the second point 74 included in the G-PTO map to 0 km / h.

[0081] In a preferred embodiment, in step S8-5, the information display 58 can indicate to the operator that the operator is setting the work vehicle speed for the second point 74. Furthermore, by displaying the work vehicle speed value that is set for the second point 74 using the accelerator lever 52, for example, on the information display 58, the operator can see the work vehicle speed value that is about to be set for the second point 74.

[0082] In a preferred embodiment, step S8-6 includes setting a PTO speed for a second point 74 included in the G-PTO map. That is, in step S8-6, the ECU 62 accepts an input value for setting the PTO speed for the second point 74. In a preferred embodiment, when the operator creates / sets the G-PTO map in step S7-6 (e.g., when the G-PTO map setting mode switch 56 is switched to the ON position), the PTO speed control dial 53 can be used to set the PTO speed for the second point 74 included in the G-PTO map in the same way that the PTO speed control dial 53 can be used to set the PTO speed for the first point 73 included in the G-PTO map. For example, in the case of the G-PTO map shown in FIG. 9 , the operator can use the PTO speed control dial 53 to set the PTO speed for the second point 74 included in the G-PTO map to approximately 0 rpm. In another example shown in FIG. 10, an operator can use the PTO speed control dial 53 to set the PTO speed at a second point 74' included in the G-PTO map to approximately 125 rpm.

[0083] In a preferred embodiment, in step S8-6, information display 58 can indicate to the operator that the operator is setting the PTO speed for second point 74. Furthermore, the PTO speed value set for second point 74 using PTO speed control dial 53 can be displayed, for example, on information display 58, allowing the operator to see the PTO speed value that is about to be set for second point 74.

[0084] In a preferred embodiment, once the work vehicle speed for the second point 74 included in the G-PTO map is set in step S8-5 and the PTO speed for the second point 74 included in the G-PTO map is set in step S8-6, ECU 62 then accepts an input value for setting / confirming the second point 74 included in the G-PTO map in step S8-7. For example, in step S8-7, the operator can press G-PTO map setting switch 57 to set / confirm the second point 74 included in the G-PTO map.

[0085] In a preferred embodiment, in response to receiving input values ​​for setting / confirming the second point 74 included in the G-PTO map in step S8-7, the ECU 62 plots the second point 74 on the G-PTO map in step S8-8, and the process proceeds to step S8-9. For example, in the example shown in Figure 9, the second point 74 is plotted on the G-PTO map, and the process proceeds to step S8-9. In a preferred embodiment, the G-PTO map with the second point 74 plotted thereon can be displayed on the information display 58 in step S8-8.

[0086] In another preferred embodiment of the present invention, steps S8-5 to S8-7 can be omitted from the process shown in Fig. 8, and the ECU 62 can automatically set the second point 74 where the work vehicle speed is zero and the PTO rotation speed is zero. For example, in a preferred embodiment, the ECU 62 may automatically set the second point 74 where the work vehicle speed is zero and the PTO rotation speed is zero, as shown in Fig. 9 (the ECU 62 may automatically set the second point 74 to be located at the origin of the G-PTO map).

[0087] In step S8-9, ECU 62 can plot a line (straight line) 75 that passes through first point 73 and second point 74 included in the G-PTO map. For example, in the specific example shown in Figure 9, a straight line 75 that passes through first point 73 and second point 74 is plotted. In a preferred embodiment, in step S8-9, the G-PTO map with line 75 plotted can be displayed on information display 58.

[0088] In a preferred embodiment, step S8-10 includes setting a lower limit value for the PTO rotation speed (PTO rotation speed lower limit value). That is, in step S8-10, the ECU 62 receives an input value for setting the lower limit value of the PTO rotation speed. In step S8-10, the operator can set the lower limit value of the PTO rotation speed using the PTO rotation speed control dial 53. For example, in the case of the G-PTO map shown in FIG. 11, the operator can use the PTO rotation speed control dial 53 to set the lower limit value of the PTO rotation speed to approximately 150 rpm, and then press the G-PTO map setting switch 57 to set / confirm the lower limit value of the PTO rotation speed.

[0089] In a preferred embodiment, once the PTO lower limit value is set in step S8-10, line 75 is modified to include the PTO lower limit value. For example, as shown in Figure 11, line 75 is modified to include PTO lower limit value 76. In Figure 11, the dashed line shows line 75 before it has been modified to include PTO lower limit value 76, and the solid line shows line 75 after it has been modified to include PTO lower limit value 76. In a preferred embodiment, in step S8-10, the G-PTO map including PTO lower limit value 76 can be displayed on information display 58.

[0090] In a preferred embodiment, in step S8-10, the information display 58 can indicate to the operator that the operator is setting the PTO speed lower limit value 76. Furthermore, the PTO speed lower limit value 76 that is set using the PTO speed control dial 53 is displayed, for example, on the information display 58, allowing the operator to see the set PTO speed lower limit value 76.

[0091] In a preferred embodiment of the present invention, in step S8-10, the operator can set the PTO rotation speed lower limit to 0 rpm by pressing the G-PTO map setting switch 57 (for example, when the PTO rotation speed lower limit is not set) without operating the PTO rotation speed control dial 53. For example, in the G-PTO map shown in FIG. 12, the operator can set the PTO rotation speed lower limit to 0 rpm by pressing the G-PTO map setting switch 57 (for example, when the PTO rotation speed lower limit is not set) without operating the PTO rotation speed control dial 53.

[0092] Once the operator sets / confirms the PTO rotation speed lower limit in step S8-10, the process proceeds to step S8-11. In a preferred embodiment, step S8-11 includes setting an upper limit for the PTO rotation speed (PTO rotation speed upper limit). That is, in step S8-11, the ECU 62 accepts input for setting the PTO rotation speed upper limit. In a preferred embodiment, in step S8-11, the operator The PTO rotation speed upper limit can be set using the PTO rotation speed control dial 53. For example, for the G-PTO map shown in Fig. 12, the operator can set the PTO rotation speed upper limit to approximately 250 rpm using the PTO rotation speed control dial 53, and then press the G-PTO map setting switch 57 to set / confirm the PTO rotation speed upper limit.

[0093] In a preferred embodiment, once the PTO speed upper limit value is set in step S8-11, line 75 is modified to include the PTO speed upper limit value. For example, as shown in Figure 12, line 75 is modified to include PTO speed upper limit value 77. In Figure 12, the dashed line shows line 75 before it has been modified to include PTO speed upper limit value 77, and the solid line shows line 75 after it has been modified to include PTO speed upper limit value 77. In a preferred embodiment, in step S8-11, the G-PTO map including PTO speed upper limit value 77 can be displayed on information display 58.

[0094] In a preferred embodiment, in step S8-11, the information display 58 can indicate to the operator that the operator is setting the PTO speed upper limit value 77. Furthermore, the PTO speed upper limit value 77 that is set using the PTO speed control dial 53 is displayed, for example, on the information display 58, so that the operator can see the set PTO speed upper limit value 77.

[0095] In a preferred embodiment of the present invention, in step S8-11, the operator may select not to set a PTO rotation speed upper limit by pressing the G-PTO map setting switch 57 without operating the PTO rotation speed control dial 53. For example, with respect to the G-PTO map shown in Figure 11, the operator may select not to set a PTO rotation speed upper limit by pressing the G-PTO map setting switch 57 without operating the PTO rotation speed control dial 53.

[0096] Once the operator sets / confirms the PTO rotation speed upper limit in step S8-11, the process proceeds to step S8-12. In a preferred embodiment, step S8-12 includes setting a lower speed limit for the work vehicle (lower work vehicle speed limit). That is, in step S8-12, the ECU 62 accepts an input value for setting the lower work vehicle speed limit. In a preferred embodiment, in step S8-12, the operator can use the accelerator lever 52 to set the lower work vehicle speed limit in the G-PTO map. For example, for the G-PTO map shown in FIG. 13, the operator can use the accelerator lever 52 to set the lower work vehicle speed limit 78 to approximately 2 km / h, and then press the G-PTO map setting switch 57 to set / confirm the lower work vehicle speed limit.

[0097] In a preferred embodiment, once work vehicle speed lower limit value 78 is set in step S8-12, line 75 is modified to include work vehicle speed lower limit value 78. For example, as shown in Figure 13, line 75 is modified to include work vehicle speed lower limit value 78, at which the target PTO speed on the G-PTO map is set to zero. In Figure 13, the dashed line shows line 75 before it has been modified to include work vehicle speed lower limit value 78, and the solid line shows line 75 after it has been modified to include work vehicle speed lower limit value 78. In a preferred embodiment, the G-PTO map including work vehicle speed lower limit value 78 can be displayed on information display 58 in step S8-12.

[0098] In a preferred embodiment of the present invention, in step S8-12, the operator may choose not to set a lower work vehicle speed limit by pressing the G-PTO map setting switch 57 without operating the accelerator lever 52. For example, in the G-PTO map shown in FIG. 9, the operator may choose not to set a lower work vehicle speed limit by operating the accelerator lever 52 in step S8-12. Alternatively, the G-PTO map setting switch 57 may be pressed so that the work vehicle speed lower limit value is not set.

[0099] Returning to FIG. 7 , once step S7-6 is completed (e.g., once work vehicle speed lower limit 78 is set / confirmed in step S8-12), the process proceeds to step S7-7, where ECU 62 receives a command via user interface 51 to save the newly created G-PTO map. For example, the operator can press G-PTO map storage switch 60 to input a command to store the new G-PTO map created in step S7-6. In response to receiving the command to store the new G-PTO map in step S7-7, ECU 62 can store the G-PTO map in a storage unit in step S7-8. For example, in step S7-8, ECU 62 can store the G-PTO map in G-PTO mode map storage unit 66. Once step S7-8 is completed, the process ends (e.g., G-PTO map setting mode is ended / completed).

[0100] In the preferred embodiment of the present invention described above, the work vehicle speed for the first point 73 and the work vehicle speed for the second point 74 can be set using the accelerator lever 52 (for example, when the G-PTO map setting mode switch 56 is switched to the ON position), and the PTO speed for the first point 73 and the PTO speed for the second point 74 can be set using the PTO speed control dial 53 (for example, when the G-PTO map setting mode switch 56 is switched to the ON position). However, in other preferred embodiments of the present invention, the work vehicle speed and PTO speed for the first point 73 and the work vehicle speed and PTO speed for the second point 74 may be set in other ways. For example, the work vehicle speed and PTO speed for the first point 73 may be set by the operator using the touch screen 59. More specifically, the operator may use the touch screen 59 to press / touch (for example, touch input) a point on the G-PTO map displayed on the touch screen 59 to designate the point on the G-PTO map as the location of the first point 73. The point on the G-PTO map designated as the location of first point 73 may be used to determine the work vehicle speed and PTO rotational speed of first point 73. For example, a G-PTO map that does not yet include the first or second points (e.g., a blank G-PTO map with no description) may be displayed on touch screen 59, and the operator may use touch screen 59 to designate point 73A on the G-PTO map as the location of first point 73 to be used to determine the work vehicle speed and PTO rotational speed for first point 73. For example, in the example shown in FIG. 9 , if the operator uses touch screen 59 to designate point 73A on the G-PTO map as the location of first point 73, the PTO rotational speed for first point 73 may be set to approximately 250 rpm when the work vehicle speed is approximately 4 km / h. Similarly, the work vehicle speed and PTO rotational speed for second point 74 may be set by the operator using touch screen 59.More specifically, the operator may use the touch screen 59 to press / touch a point on the G-PTO map displayed on the touch screen 59 to designate it as the location of the second point 74. The point on the G-PTO map designated as the location of the second point 74 may be used to determine the work vehicle speed and PTO rotation speed of the second point 74. For example, the operator may use the touch screen 59 to designate point 74A on the G-PTO map as the location of the second point 74, and use the second point 74 to determine the work vehicle speed and PTO rotation speed corresponding to the second point 74. For example, in the specific example shown in FIG. 9 , if the operator uses the touch panel 59 to designate point 74A on the G-PTO map as the location of the second point 74, the second point 74 is set to a point where the work vehicle speed is 0 km / h and the PTO rotation speed is 0 rpm. In a preferred embodiment, the operator sets the first point 73 and the second point 74 to their initial positions. After that, the position of the first point 73 and the position of the second point 74 may be moved using the touch screen 59.

[0101] In another preferred embodiment of the present invention, the work vehicle speed and PTO rotational speed for the first point 73 and the work vehicle speed and PTO rotational speed for the second point 74 may be set by the operator using the user interface 51 by inputting values ​​for the work vehicle speed and PTO rotational speed for the first point 73 and the work vehicle speed and PTO rotational speed for the second point 74. For example, the user interface 51 may include a keypad (e.g., a keypad on the touch screen 59 or a keypad with hardware keys), and the operator may input a numerical value for the work vehicle speed for the first point 73 (e.g., in step S8-1), input a numerical value for the PTO rotational speed for the first point 73 (e.g., in step S8-2), input a numerical value for the work vehicle speed for the second point 74 (e.g., in step S8-5), and input a numerical value for the PTO rotational speed for the second point 74 (e.g., in step S8-6).

[0102] In another preferred embodiment of the present invention, steps S8-1 to S8-8 of the process shown in Figure 8 may be omitted, and the operator may use the touch screen 59 to set line 75 directly on the G-PTO map. For example, the operator may use the touch screen to draw / set a line on the G-PTO map, such as line 75 shown in Figure 9. For example, to create line 75 shown in Figure 9, the operator may touch / press touch screen 59 at a location corresponding to first point 73 and drag their finger across touch screen 59 to a location corresponding to second point 74 to draw / set line 75 on the G-PTO map.

[0103] In the preferred embodiment of the present invention described above, the operator can use the user interface 51 to generate a new G-PTO map that includes a relationship between the current work vehicle speed and a target speed for the power take-off (PTO). For example, the new G-PTO map can be generated based on one or more operator inputs to the user interface 51 that set the relationship between the current work vehicle speed and the target speed for the power take-off (PTO). The relationship between the current work vehicle speed and the target speed for the power take-off (PTO) may include a line 75, and the line 75 may have a gradient value (slope of the line 75) that is set based on one or more operator inputs to the user interface 51. In the preferred embodiment of the present invention described above, the gradient value of the line (straight line) 75 can be set to any desired gradient value within a continuous range of gradient values ​​using the user interface 51, for example, based on how the first point 73 and / or the second point 74 are set or how the line 75 is set directly on the G-PTO map. Therefore, the gradient value of the line 75 can be set within a continuous range of gradient values. For example, in the specific example shown in Figure 9, the operator can use the user interface 51 to set the first point 73 to include a work vehicle speed of approximately 4 km / h and a PTO rotation speed of approximately 250 rpm, and set the second point 74 to include a work vehicle speed of approximately 0 km / h and a PTO rotation speed of approximately 0 rpm, and set the gradient value of the straight line 75 to be approximately (250 rpm / 4 km / h), i.e., a PTO rotation speed of approximately 62 rpm per 1 km / h of work vehicle speed. In the specific example shown in Figure 10, the operator uses the user interface 51 to set the first point 73 to include a work vehicle speed of approximately 4 km / h and a PTO rotation speed of approximately 250 rpm, and to set the second point 74' to include a work vehicle speed of approximately 0 km / h and a PTO rotation speed of approximately 125 rpm, thereby setting the gradient value of the straight line 75 to approximately (125 rpm ÷ 4 km / h), i.e., the PTO rotation speed per work vehicle speed of 1 km / h to be approximately 31.25 rpm.In a preferred embodiment of the present invention, the slope value of the line 75 may be set to be greater than zero and constant over the entire length of the line (segment) 75 .

[0104] In conventional tractors, the PTO and the wheels have the same power source, so the relationship between the work vehicle speed (as accelerated or decelerated by the tractor) and the PTO rotation speed is fixed (determined based on the gear ratio), and therefore the relationship between the work vehicle speed (as accelerated or decelerated by the tractor) and the PTO rotation speed includes only a line (line segment) containing a finite number of gradient values.As such, as described above, the ability to use user interface 51 to set the gradient value of line (line segment) 75 to any desired gradient value from a continuous range of gradient values ​​is an improvement over conventional tractors.

[0105] As described above, in a preferred embodiment of the present invention, the work vehicle 1 can be operated in a G-PTO mode in which the speed of the PTO 45 depends on the current work vehicle speed. For example, in the G-PTO mode, the PTO rotation speed calculation unit 64 of the ECU 62 calculates the target PTO rotation speed based on the current work vehicle speed (determined, for example, by the travel motor rotation sensor 71) and a G-PTO map that includes the relationship between the current work vehicle speed and the target PTO rotation speed. For example, when the work vehicle 1 is set to the G-PTO mode, the PTO rotation speed calculation unit 64 can calculate the target PTO rotation speed based on the work vehicle speed and, for example, one of the G-PTO maps shown in Figures 9 to 13. The PTO rotation speed calculation unit 64 can output a command to the inverter controller 68 to control the second inverter 70 at an inverter frequency that corresponds to the target PTO rotation speed determined using the G-PTO map.

[0106] A specific example of a process for operating the work vehicle 1 in G-PTO mode is shown in the flowchart of Figure 14. As will be described in detail later, the ECU 62 is programmed or configured to execute steps S14-1 to S14-4 shown in Figure 14.

[0107] In step S14-1, the ECU 62 accepts (receives) a command to start the G-PTO mode. For example, the ECU 62 may accept the command to start the G-PTO mode when the operator switches the G-PTO mode on / off switch 55 to the on position. When the ECU 62 accepts the command to start the G-PTO mode in step S14-1, the process proceeds to step S14-2. In step S14-2, the ECU 62 accepts (receives) a command to start the PTO 45. For example, the ECU 62 may receive the command to start the PTO 45 when the operator switches the PTO on / off control switch 54 to the on position. When the ECU 62 receives the start command to start the PTO 45 in step S14-2, the process proceeds to step S14-3. In step S14-3, the ECU 62 receives a command to read out one of the G-PTO maps stored in the memory unit (G-PTO mode map memory unit 66). For example, when the operator presses the G-PTO map storage / readout switch 61, the ECU 62 can receive a command to read out one of the G-PTO maps, allowing the operator to search for and select one of the stored G-PTO maps for use in G-PTO mode. Once a G-PTO map is selected in step S14-3, the process proceeds to step S14-4, where the PTO rotation speed calculation unit 64 of the ECU 62 calculates a target PTO rotation speed based on the current work vehicle speed (determined, for example, by the travel motor rotation sensor 71) and the G-PTO map selected in step S14-3. The current work vehicle speed can be set by the operator, for example, using the acceleration lever 52. In response to the PTO rotation speed calculation unit 64 of the ECU 62 calculating the target PTO rotation speed in step S14-4, the PTO rotation speed calculation unit 64 outputs a command to the inverter controller 68 to control the second inverter 70 at an inverter frequency corresponding to the target PTO rotation speed determined using the G-PTO map. In step S14-5, the inverter controller 68 controls the second inverter 70 at an inverter frequency corresponding to the target PTO rotation speed determined using the G-PTO map so that the PTO motor 7 rotates at the target PTO rotation speed.

[0108] It should be understood that the foregoing description is only illustrative of the present invention. Various modifications and variations may occur to those skilled in the art without departing from the invention. Accordingly, the present invention is intended to embrace all such alternatives, modifications and variations that fall within the scope of the appended claims.

Claims

1. 1. A method for generating a new ground speed power take-off map (G-PTO map) including a relationship between a current work vehicle speed and a power take-off (PTO) target rotational speed, the method comprising: setting work vehicle speeds for points included in the new G-PTO map; setting a PTO speed for the point included in the new G-PTO map; plotting the points on a new G-PTO map; plotting a line on the new G-PTO map based on the points; A method having the following.

2. further comprising plotting another point on the new G-PTO map; the point corresponds to a first point on the new G-PTO map, and the other point corresponds to a second point on the new G-PTO map; 2. The method of claim 1, wherein the step of plotting the line on the new G-PTO map includes plotting the line on the new G-PTO map based on the first point and the second point.

3. the work vehicle speed for the point is set using work vehicle speed control when the work vehicle is set in a G-PTO map setting mode; 2. The method of claim 1, wherein the work vehicle speed control is operable by an operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set in a G-PTO map setting mode.

4. The method according to claim 3, wherein the fact that the work vehicle speed for the point has been set and / or the value of the work vehicle speed set for the point is displayed on an information display.

5. The PTO rotation speed for the point is set using PTO rotation speed control when the work vehicle is set in a G-PTO map setting mode; 2. The method of claim 1, wherein the PTO speed control is operable by an operator of the work vehicle to control the speed (rpm) of the PTO when the work vehicle is not set in a G-PTO map setting mode.

6. 6. The method of claim 5, further comprising the step of displaying on an information display that the PTO speed for the point is being set and / or the value of the PTO speed set for the point.

7. further comprising a step of setting a PTO rotation speed lower limit value of the new G-PTO map; The PTO rotation speed lower limit value is set using PTO rotation speed control when the work vehicle is set in a G-PTO map setting mode, 2. The method of claim 1, wherein the PTO speed control is operable by an operator of the work vehicle to control the speed (speed) of the PTO when the work vehicle is not set in the G-PTO map setting mode.

8. 8. The method of claim 7, further comprising the step of displaying on an information display that the PTO lower limit has been set and / or that the PTO lower limit has been set.

9. further comprising a step of setting a PTO rotation speed upper limit value of the new G-PTO map; The PTO rotation speed upper limit value is set using PTO rotation speed control when the work vehicle is set in a G-PTO map setting mode, 2. The method of claim 1, wherein the PTO speed control is operable by an operator of the work vehicle to control the speed (speed) of the PTO when the work vehicle is not set in the G-PTO map setting mode.

10. receiving a command to transition to a G-PTO map setting mode in order to create the new G-PTO map; determining whether a PTO switch is in an OFF position in response to the command to transition to the G-PTO map setting mode; if the PTO switch is not in the OFF position, exiting the G-PTO map setting mode; 10. The method of claim 1 further comprising:

11. further comprising the step of setting a work vehicle speed lower limit value of the new G-PTO map; the work vehicle speed lower limit value is set using work vehicle speed control when the work vehicle is set in a G-PTO map setting mode; 2. The method of claim 1, wherein the work vehicle speed control is operable by an operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set in a G-PTO map setting mode.

12. the work vehicle speed for the point and the PTO rotation speed for the point are set using a touch screen when the work vehicle is set in a G-PTO map setting mode; the touchscreen is operable to receive input values ​​designating a touch point on the new G-PTO map as a location of the point; The method of claim 1, wherein the touch point on the G-PTO map designated as the location of the point is used to determine the work vehicle speed for the point and the PTO rotation speed for the point.

13. 2. The method of claim 1, wherein the work vehicle speed for the point and the PTO rotational speed for the point are set using a user interface operable to accept a numerical value of the work vehicle speed for the point and a numerical value of the PTO rotational speed for the point.

14. receiving a command to transition to a G-PTO map setting mode for generating the G-PTO map; a step of determining whether a shuttle lever of a work vehicle is in a neutral position in response to the command to transition to the G-PTO map setting mode; determining whether the shuttle lever of the work vehicle is in the neutral position; exiting the G-PTO map setting mode if the shuttle lever of the work vehicle is not in the neutral position; 10. The method of claim 1 further comprising:

15. receiving a command to transition to a G-PTO map setting mode for generating the G-PTO map; In response to the command to transition to the G-PTO map setting mode, determining whether the input is in the ON position; exiting the G-PTO map setting mode when the brake input of the work vehicle is not in the on position; 10. The method of claim 1 further comprising:

16. generating a new ground speed power take-off map (G-PTO map) including a relationship between a current work vehicle speed and a target rotational speed of a power take-off (PTO); generating the new G-PTO map includes setting lines directly using a touch screen; A method having the following.

17. further comprising a step of setting a PTO rotation speed lower limit value and / or a PTO rotation speed upper limit value of the new G-PTO map; the PTO rotation speed lower limit value and / or the PTO rotation speed upper limit value are set using PTO rotation speed control when the work vehicle is set in a G-PTO map setting mode, 17. The method of claim 16, wherein the PTO speed control is operable by an operator of the work vehicle to control PTO speed when the work vehicle is not set in the G-PTO map setting mode.

18. further comprising the step of setting a work vehicle speed lower limit value of the new G-PTO map; the work vehicle speed lower limit value is set using work vehicle speed control when the work vehicle is set in a G-PTO map setting mode; 17. The method of claim 16, wherein the work vehicle speed control is operable by an operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set in the G-PTO map setting mode.

19. generating a new ground speed power take-off map (G-PTO map) including a relationship between a current work vehicle speed and a target rotational speed of a power take-off (PTO); the new G-PTO map is generated based on one or more operator input values ​​to a user interface that sets the relationship between a current work vehicle speed and the target rotation speed of the power take-off (PTO); the relationship includes a line including a slope value established based on the one or more operator input values; The gradient value is set from a continuous range of gradient values.

20. 20. The method of claim 19, wherein the slope value of the line is greater than zero and constant along the entire length of the line.

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