Electric work vehicle and power takeoff 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 Art

[0002] Conventional internal combustion engine tractors can include a power take-off (PTO). The rotational speed of the PTO changes linearly according to the acceleration and deceleration of the tractor, and since the power sources of the PTO and the wheels are the same, the relationship between the speed at which the tractor accelerates and decelerates and the rotational speed of the PTO is determined and fixed based on the gear ratio.

Summary of the Invention

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

[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 the relationship between the current work vehicle speed and the target rotational speed of the power take-off (PTO) includes steps of setting a work vehicle speed for points included in the new G-PTO map, setting a PTO rotational speed for the points included in the new G-PTO map, plotting the points on the new G-PTO map, and plotting a line on the new G-PTO map based on the points.

[0005] A preferred embodiment of the present invention further comprises the step of plotting another point on the new G-PTO map, wherein the point corresponds to a first point on the new G-PTO map, the other point corresponds to a second point on the new G-PTO map, and 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 relative to the point is set using work vehicle speed control when the work vehicle is set to G-PTO map setting mode, and the work vehicle speed control can be operated by the operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set to 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 is 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 rotation speed for the point is set using PTO rotation speed control when the work vehicle is set to G-PTO map setting mode, and the PTO rotation speed control can be operated by the operator of the work vehicle to control the speed (rotation speed) of the PTO when the work vehicle is not set to G-PTO map setting mode.

[0009] A preferred embodiment of the present invention involves setting the PTO rotation speed relative to the point. The further step is to display on an information display the value of the PTO rotation speed set for the point, which is in the middle position.

[0010] A preferred embodiment of the present invention further comprises the step of setting a lower limit of the PTO rotational speed of the new G-PTO map. The lower limit of the PTO rotational speed is set using PTO rotational speed control when the work vehicle is set to G-PTO map setting mode, and the PTO rotational speed control is operable by the operator of the work vehicle to control the speed (rotational speed) of the PTO when the work vehicle is not set to G-PTO map setting mode.

[0011] A preferred embodiment of the present invention further comprises the step of displaying on an information display that the lower limit of the PTO rotational speed is set and / or the set lower limit of the PTO rotational speed.

[0012] A preferred embodiment of the present invention further comprises the step of setting an upper limit for the PTO rotation speed of the new G-PTO map. The upper limit for the PTO rotation speed is set using PTO rotation speed control when the work vehicle is set to G-PTO map setting mode, and the PTO rotation speed control is operable by the operator of the work vehicle to control the speed (rotation speed) of the PTO when the work vehicle is not set to G-PTO map setting mode.

[0013] A preferred embodiment of the present invention further includes the steps of: receiving a command to transition to a G-PTO map setting mode in order to create the new G-PTO map; determining whether the PTO switch is in the off position in response to the command to transition to the G-PTO map setting mode; and, if the PTO switch is not in the off position, exiting the G-PTO map setting mode.

[0014] The method further includes the step of setting a minimum working vehicle speed for the new G-PTO map. The minimum working vehicle speed is set using a working vehicle speed control when the working vehicle is set to G-PTO map setting mode, and the working vehicle speed control can be operated by the operator of the working vehicle to control the speed of the working vehicle when the working vehicle is not set to G-PTO map setting mode.

[0015] In a method according to a preferred embodiment of the present invention, the work vehicle speed relative to the point and the PTO rotation speed relative to the point are set using a touchscreen when the work vehicle is set to G-PTO map setting mode, the touchscreen is operable to accept an input value that specifies a touchpoint on the new G-PTO map as the position of the point, and the work vehicle speed relative to the point and the PTO rotation speed relative to the point are determined using the touchpoint on the G-PTO map that is specified as the position of the point.

[0016] In a method according to a preferred embodiment of the present invention, the work vehicle speed relative to the point and the PTO rotation speed relative to the point are set using a user interface that can be operated to accept numerical values ​​for the work vehicle speed relative to the point and numerical values ​​for the PTO rotation speed relative to the point.

[0017] A preferred embodiment of the present invention includes the steps of receiving a command to transition to a G-PTO map setting mode for generating the G-PTO map, determining whether the shuttle lever of the work vehicle is in the neutral position in response to the command to transition to the G-PTO map setting mode, and determining whether the shuttle lever of the work vehicle is in the neutral position. The system further includes a step of making a determination, and a step of exiting the G-PTO map setting mode if the shuttle lever of the work vehicle is not in the neutral position.

[0018] A preferred embodiment of the present invention further includes the steps of: receiving a command to transition to a G-PTO map setting mode for generating the G-PTO map; determining whether the brake input of the work vehicle is in the ON position in response to the command to transition to the G-PTO map setting mode; and, if the brake input of the work vehicle is not in the ON position, exiting the G-PTO map setting mode.

[0019] A preferred embodiment of the present invention involves the steps of generating a new ground speed power takeoff map (G-PTO map) that includes the relationship between the current work vehicle speed and the target rotational speed of the power takeoff (PTO), and the step of generating the new G-PTO map by directly setting the line using a touchscreen.

[0020] A preferred embodiment of the present invention further comprises the step of setting a lower limit and / or upper limit of the PTO rotation speed of the new G-PTO map. The lower limit and / or upper limit of the PTO rotation speed are set using PTO rotation speed control when the work vehicle is set to G-PTO map setting mode, and the PTO rotation speed control is operable by the operator of the work vehicle to control the PTO rotation speed when the work vehicle is not set to G-PTO map setting mode.

[0021] A preferred embodiment of the present invention further comprises the step of setting a minimum working vehicle speed for the new G-PTO map. The minimum working vehicle speed is set using a working vehicle speed control when the working vehicle is set to G-PTO map setting mode, and the working vehicle speed control is operable by the operator of the working vehicle to control the speed of the working vehicle when the working vehicle is not set to G-PTO map setting mode.

[0022] A preferred embodiment of the present invention includes the step of generating a new ground-speed power takeoff map (G-PTO map) that includes a relationship between the current work vehicle speed and the target rotational speed of the power takeoff (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 the current work vehicle speed and the target rotational speed of the power takeoff (PTO), the relationship including a line that includes gradient values ​​set based on the one or more operator input values, the gradient values ​​being set from a continuous range of gradient values.

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

[0024] A work vehicle according to a preferred embodiment of the present invention comprises an electronic control unit which is configured or programmed to receive inputs for setting the work vehicle speed for points included in a new ground speed power takeoff map (G-PTO map) which includes a relationship between the current work vehicle speed and a target power takeoff (PTO) rotational speed, to receive inputs for setting the PTO rotational speed for points included in the new G-PTO map, and to plot lines on the new G-PTO map based on the points.

[0025] In a preferred embodiment of the present invention, the point corresponds to a first point on the new G-PTO map, the electronic control unit plots a second point on the new G-PTO map, and the new G-PTO map is plotted based on the first and second points. -The system is configured or programmed to plot the lines on the PTO map.

[0026] The work vehicle according to a preferred embodiment of the present invention further includes a work vehicle speed control (means). The speed of the work vehicle with respect to the point is set using the work vehicle speed control when the work vehicle is set in the G-PTO map setting mode, and the work vehicle speed control can be operated by the 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] The work vehicle according to a preferred embodiment of the present invention further includes an information display. The information display displays that the speed of the work vehicle with respect to the point is set and / or the value of the speed of the work vehicle set with respect to the point.

[0028] The work vehicle according to a preferred embodiment of the present invention further includes a PTO rotation speed control (means). The PTO rotation speed with respect to the point is set using the PTO rotation speed control when the work vehicle is set in the G-PTO map setting mode, and the PTO rotation speed control can be operated by the operator of the work vehicle to control the speed (rotation speed) of the PTO when the work vehicle is not set in the G-PTO map setting mode.

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

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

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

[0032] A work vehicle according to a preferred embodiment of the present invention further comprises PTO rotation speed control. The electronic control unit is configured or programmed to set a PTO rotation speed upper limit for the new G-PTO map, the PTO rotation speed upper limit is set when the work vehicle is set to the G-PTO map setting mode, and the PTO rotation speed control is operable by the operator of the work vehicle to control the speed (rotation speed) of the PTO when the work vehicle is not set to 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 transition to the G-PTO map setting mode in order to create the new G-PTO map, to determine whether the PTO switch is in the off position in response to the command to transition to the G-PTO map setting mode, and to 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 work vehicle speed control. The sub-control unit is configured or programmed to accept input for setting a minimum working vehicle speed for the new G-PTO map, the minimum working vehicle speed being set using the working vehicle speed control when the working vehicle is set to G-PTO map setting mode, and the working vehicle speed control being operable by the operator of the working vehicle to control the speed of the working vehicle when the working vehicle is not set to G-PTO map setting mode.

[0035] A work vehicle according to a preferred embodiment of the present invention further comprises a touchscreen. The work vehicle speed relative to the point and the PTO rotation speed relative to the point are set using the touchscreen when the work vehicle is set to G-PTO map setting mode, the touchscreen is operable to accept touch input specifying a touch point on the G-PTO map as the position of the point, and the work vehicle speed relative to the point and the PTO rotation speed relative to the point are determined using the touch point on the G-PTO map specified as the position of the point.

[0036] A work vehicle according to a preferred embodiment of the present invention further comprises a user interface. The work vehicle speed relative to the point and the PTO rotation speed relative to the point are set using the user interface, which is operable to accept numerical values ​​for the work vehicle speed relative to the point and the PTO rotation speed relative to the point.

[0037] In a preferred embodiment of the present invention, the electronic control unit receives a command to transition to a G-PTO map setting mode for generating the G-PTO map, and in response to the command to transition to the G-PTO map setting mode, determines whether the shuttle lever of the work vehicle is in the neutral position, and is configured or programmed to 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 receives a command to transition to a G-PTO map setting mode for generating the G-PTO map, and in response to the command to transition to the G-PTO map setting mode, determines whether the brake input of the work vehicle is in the ON position, and is configured or programmed to 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 comprises a touchscreen and an electronic control unit. The electronic control unit is configured or programmed to generate a new power takeoff map (G-PTO map) including the relationship between the current work vehicle speed and the target rotational speed of the power takeoff (PTO), and to generate the new G-PTO map based on operator input to the touchscreen, which directly sets lines on the new G-PTO map.

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

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

[0042] A work vehicle according to a preferred embodiment of the present invention comprises a user interface and an electronic control unit. The electronic control unit is configured or programmed to generate a new power takeoff map (G-PTO map) including a relationship between the current work vehicle speed and the target rotational speed of the power takeoff (PTO), and to generate the G-PTO map based on one or more operator input values ​​that set the relationship between the current work vehicle speed and the target rotational speed of the power takeoff (PTO), wherein the relationship includes a line containing gradient values ​​set based on the one or more operator input values, and the gradient values ​​are set from 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 constant over the entire length of the line.

[0044] The embodiments of the present invention will be described in detail below with reference to the attached drawings, which will further clarify the other features, components, processes, configurations, characteristics, and advantages of the present invention. [Brief explanation of the drawing]

[0045] [Figure 1] This is a side view of a work vehicle according to a preferred embodiment of the present invention. [Figure 2] This figure shows a power transmission according to a preferred embodiment of the present invention. [Figure 3]This figure shows a power transmission according to a preferred embodiment of the present invention. Figure 3 is a power transmission diagram according to a preferred embodiment of the present invention. [Figure 4] This is a block diagram of a work vehicle according to a preferred embodiment of the present invention. [Figure 5] An example of a user interface according to a preferred embodiment of the present invention is shown. [Figure 6] An example of a PTO map in a fixed PTO rotation speed mode according to a preferred embodiment of the present invention is shown. [Figure 7] This flowchart shows a process according to a preferred embodiment of the present invention. [Figure 8] This flowchart shows the steps according to a preferred embodiment of the present invention. [Figure 9] An example of a G-PTO map for a ground speed power take-off (G-PTO) mode according to a preferred embodiment of the present invention is shown. [Figure 10] An example of a G-PTO map in G-PTO mode according to a preferred embodiment of the present invention is shown. [Figure 11] An example of a G-PTO map in G-PTO mode according to a preferred embodiment of the present invention is shown. [Figure 12] An example of a G-PTO map in G-PTO mode according to a preferred embodiment of the present invention is shown. [Figure 13] An example of a G-PTO map in G-PTO mode according to a preferred embodiment of the present invention is shown. [Figure 14] This flowchart shows a process according to a preferred embodiment of the present invention. [Modes for carrying out the invention]

[0046] Figure 1 shows a work vehicle 1 according to a preferred embodiment of the present invention. In a preferred embodiment, the work vehicle 1 may be, for example, a tractor or a rice transplanter. The vehicle 1 comprises front wheels 2 and rear wheels 3, respectively, located at the front and rear of the work vehicle 1, and a PTO motor 7 and a drive motor 8, which are mounted, for example, on the bonnet 5. As will be described in detail later, the PTO motor 7 is connected to a power take-off (PTO) 45 and used to drive the PTO, and the drive motor 8 is connected to the wheels (for example, the front wheels 2 and rear wheels 3) and used to drive the wheels. The PTO motor 7 and the drive motor 8 may each be, for example, AC motors.

[0047] In a preferred embodiment of the present invention, the battery 9 can be mounted, for example, at the front of a work vehicle 1. In a preferred embodiment, the battery 9 is rechargeable by a fuel cell 10. The fuel cell 10 may be located at the rear of the machine body and may be configured to generate electricity from hydrogen obtained from a hydrogen absorption fuel 12 and a reformer 13, and from oxygen supplied by a compressor 14 and stored in the battery 9. Alternatively, the battery 9 may be charged by an engine and a generator, for example, as disclosed in U.S. Patent Publication No. 2022 / 0134860, which is entirely incorporated herein by reference. In another specific example, the battery 9 may be charged using an external charging station. In a preferred embodiment, the battery 9 may include a battery ECU 9A, which is connected to an ECU 62 and may transmit electrical signals to and receive electrical signals from the ECU 62, and may also control the functions of the battery 9, such as transmitting output signals to a first inverter 69 and a second inverter 70, as will be described in 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 the lift arm 15 is rotated to raise and lower a work implement (not shown) connected to the lower link 16. The lift arm 15 may be driven, for example, by an electric motor or by hydraulics.

[0049] In a preferred embodiment of the present invention, the gear mechanism acting as a reduction gear may be provided within the transmission case 19, at a position behind the transmission of the PTO motor 7 and the drive motor 8. Figure 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 the rear wheel differential 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 Figure 2, the rear wheel reduction gear mechanism 33 is provided immediately behind 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 the input shaft on the work implement side are linked via a universal joint to transmit power to the work implement side.

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

[0052] Preferred embodiments of the present invention are not limited to the configuration shown in Figure 2. For example, Figure 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 showing characteristic components included in a preferred embodiment of the present invention. In Figure 4, 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 that includes, as will be described in more detail below, an accelerator lever 52 (for controlling the speed of the work vehicle), a PTO speed control dial 53 (for controlling the PTO speed (rotational speed)), 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 touchscreen 59, a G-PTO map memory switch 60, and a G-PTO map memory recall switch 61.

[0055] In a preferred embodiment, the accelerator lever 52 can be operated by the operator of the work vehicle to control the speed of the work vehicle (the current speed of the work vehicle). For example, the accelerator lever 52 can be operated by the operator of the work vehicle to control the current speed of the work vehicle when the work vehicle is not in G-PTO map setting mode, as detailed below. The accelerator lever 52 preferably includes a lever / throttle, but may optionally include a dial, button, pedal, or control(s) included in a touchscreen 59 that can be operated by the operator of the work vehicle to control the speed of the work vehicle.

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

[0057] In a preferred embodiment, the PTO on / off control switch 54 can be operated by the operator of the work vehicle to control whether or not the PTO 45 is turned on (whether or not the PTO is rotated). The PTO on / off control switch 54 preferably includes a switch, but may optionally include a dial, button, or control (means) included in a touchscreen 59 that can be operated by the operator of the work vehicle to control whether or not the PTO 45 is rotated.

[0058] In a preferred embodiment, the G-PTO mode on / off switch 55 is operated by the operator of the work vehicle and can control whether the work vehicle is operated in a G-PTO mode in which the speed of the PTO 45 (i.e., PTO rotation speed) depends on the current work vehicle speed, or in a fixed PTO rotation speed mode in which the operator can control the speed of the PTO 45 independently of the current work vehicle speed (e.g., using a PTO rotation speed control dial 53). The G-PTO mode on / off switch 55 preferably includes a switch, but may optionally include a control that can be operated by the operator of the work vehicle, which includes a dial, a button, or a touchscreen 59.

[0059] In a preferred embodiment, the G-PTO map setting mode switch 56 can be operated by the operator of the work vehicle 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 of the PTO 45 (target PTO rotation speed). The G-PTO map setting mode switch 56 preferably includes a switch, but may optionally include a dial, a button, or a control on a touchscreen 59 that can be operated by the operator of the work vehicle.

[0060] In a preferred embodiment, the G-PTO map setting switch 57 can be operated by the operator of the work vehicle to set / create points (e.g., waypoints) on the G-PTO map if a G-PTO map has been created. The G-PTO map setting switch 57 preferably includes a switch, but may optionally include a dial, a button, or a control on a touchscreen 59 that can be operated by the operator of the work vehicle.

[0061] In a preferred embodiment, the user interface 51 is connected to the ECU 62 so that it can transmit electrical signals to 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] As shown in Figure 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 later. In a preferred embodiment, the ECU 62 receives electrical signals from the drive motor rotation sensor 71 and the 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 the actual rotation speed of the drive motor 8 and is located 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 located 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 Figure 4, for example, the travel motor 8 may be connected to the output side of the ECU 62 via the first inverter 69, and the PTO motor 7 may be connected to the output side of the ECU 62 via the 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 the current work vehicle speed.

[0065] Figure 6 shows an example of a PTO map in PTO speed fixed mode, in which the rotational speed of the PTO 45 is set to a fixed value independent of the current work vehicle speed. In PTO speed fixed mode, the operator can control the current work vehicle speed (for example, 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 Figure 6, the operator can control the PTO 45. The TO rotation speed can be set to approximately 550 rpm, and the PTO rotation speed can be further increased or decreased as shown by the upward and downward arrows in Figure 6. For example, in Figure 6, the operator can set the PTO rotation speed to approximately 550 rpm using the PTO rotation speed control dial 53, and further 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 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 corresponding to the PTO rotation speed set by the operator (for example, using the PTO rotation speed control dial 53).

[0066] Figure 9 shows an example of a G-PTO map used when the work vehicle 1 is set to G-PTO mode, where the target rotational speed of the PTO 45 depends on and is associated with the current work vehicle speed. In a preferred embodiment, when the work vehicle 1 is operating in G-PTO mode, the PTO rotational speed calculation unit 64 of the ECU 62 calculates the target PTO rotational 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 rotational speed. Figure 9 is, for example, a G-PTO map where the target PTO rotational speed is approximately 125 rpm when the current work vehicle speed is approximately 2 km / h. In the G-PTO map of Figure 9, the target PTO rotational 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 rotational speed calculation unit 64 calculates the target PTO rotational speed, the PTO rotational speed calculation unit 64 outputs a command to the inverter controller 68 and controls the second inverter 70 so that the inverter frequency corresponds to the target PTO rotational speed.

[0067] In a preferred embodiment of the present invention, the operator can use the user interface 51 of the work vehicle 1 to create / configure 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 are available when the work vehicle 1 is set to G-PTO mode. Figure 7 is a flowchart showing the steps of the process for creating / configuring a new G-PTO map. As will be described in detail later, the ECU 62 can be programmed or configured to perform the steps shown in Figure 7.

[0068] In step S7-1, the ECU 62 receives an input / command indicating that the G-PTO map setting mode switch 56 has been switched to the ON position. That is, the ECU 62 receives an input / command indicating that it has entered G-PTO map setting mode / switched to the ON state. For example, in step S7-1, the operator commands the ECU 62 to switch the G-PTO map setting mode switch 56 to the ON position 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 process 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, it 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, Figure 5 shows a specific example of a shuttle lever 79 that can be set to the reverse position, neutral position, or forward position. In a preferred embodiment of the present invention, step S7-2 prevents the work vehicle from driving / 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. In step S7-3, if the ECU 62 determines that the brake input of the work vehicle 1 is not in the ON position, the process ends. That is, in step S7-3, if the ECU 62 determines that the brake input of the work vehicle 1 is not in the ON position, it exits the G-PTO map setting mode. On the other hand, in step S7-3, if the ECU 62 determines that the brake input of the work vehicle 1 is in the ON position, the process proceeds to step S7-4. For example, Figure 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 Figure 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 driving / 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 can be used to switch the G-PTO map setting mode to the ON state and prevent the work vehicle from driving / moving while a new G-PTO map is being created. However, other methods can also be used to prevent the work vehicle from driving / moving while 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 (for example, in the on position), the process ends. That is, if the ECU 62 determines in step S7-4 that the PTO on / off operation switch 54 is not in the off position, it 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 a configuration in which the PTO 45 cannot be rotated based on the PTO on / off control switch 54 being in the off position. When the G-PTO map setting mode is in the on position and a new G-PTO map is being created, other methods (configurations) may be used to prevent the PTO 45 from rotating.

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

[0074] Figure 8 shows a more detailed flowchart of the steps included in steps S7-6, in which the G-PTO mode map generation unit 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 7-6 (for example, 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 to approximately 4 km / h relative to the first point 73 included in the new G-PTO map.

[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 set for the first point 73 using the accelerator lever 52 on the information display 58, for example, the operator can see the value of the work vehicle speed set for the first point 73.

[0076] In a preferred embodiment, step S8-2 includes setting the PTO speed of the first point 73 included in the G-PTO map. That is, in step S8-2, the ECU 62 receives 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 7-6 (for example, 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 of the first point 73 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 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 rotation speed for the first point 73. Furthermore, the value of the PTO rotation speed for the first point 73, which is set using the PTO rotation speed control dial 53, can be displayed on the information display 58, for example, so that the operator can see (visually confirm) the value of the PTO rotation speed 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, the 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 set / confirm the first point 73 included in the G-PTO map by pressing the G-PTO map setting switch 57.

[0079] In a preferred embodiment, in response to receiving an input in step S8-3 to set / confirm that the first point 73 is included in the G-PTO map, the ECU 62 may plot the 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, the first point 73 is plotted on the G-PTO map, and the process proceeds to step S8-5. In a preferred embodiment, in step S8-4, the G-PTO map on which the first point 73 is plotted may be displayed on the information display 58.

[0080] In a preferred embodiment of the present invention, step S8-5 includes setting the work vehicle speed for a second point 74 included in the G-PTO map. That is, in step S8-5, the ECU 62 receives 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 (for example, 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 a second point 74 included in the G-PTO map, in the same way that the accelerator lever 52 can be used to set the work vehicle speed for a first point 73 included in the G-PTO map. For example, in the G-PTO map shown in Figure 9, the operator can use the accelerator lever 52 to set the work vehicle speed for a 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 value of the work vehicle speed to be set for the second point 74 using the accelerator lever 52 on the information display 58, for example, the operator can see the value of the work vehicle speed that they are trying to set for the second point 74.

[0082] In a preferred embodiment, steps S8-6 include setting the PTO speed for the second point 74 included in the G-PTO map. That is, in step S8-6, the ECU 62 receives an input value to set the PTO speed for the second point 74. In a preferred embodiment, in step S7-6, when the operator creates / sets the G-PTO map (for example, 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 Figure 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 Figure 10, the operator can use the PTO speed control dial 53 to set the PTO speed of the second point 74' included in the G-PTO map to approximately 125 rpm.

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

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

[0085] In a preferred embodiment, in response to receiving an input value in step S8-7 to set / confirm the second point 74 included in the G-PTO map, 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 specific example shown in Figure 9, the second point 74 is plotted on the G-PTO map, and the process proceeds to step 8-9. In a preferred embodiment, in step S8-8, the G-PTO map with the second point 74 plotted can be displayed on the information display 58.

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

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

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

[0089] In a preferred embodiment, when a lower limit of the PTO rotational speed is set in step S8-10, line 75 is modified to include the lower limit of the PTO rotational speed. For example, as shown in Figure 11, line 75 is modified to include the lower limit of the PTO rotational speed 76. In Figure 11, the dashed line shows line 75 before modification to include the lower limit of the PTO rotational speed 76, and the solid line shows line 75 after modification to include the lower limit of the PTO rotational speed 76. In a preferred embodiment, in step S8-10, the G-PTO map including the lower limit of the PTO rotational speed 76 can be displayed on the 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 rotation speed lower limit 76. Furthermore, the PTO rotation speed lower limit 76 set using the PTO rotation speed control dial 53 can be displayed, for example, on the information display 58, so that the operator can see the set PTO rotation speed lower limit 76.

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

[0092] If the operator sets / confirms the lower limit of the PTO rotational speed in step S8-10, the process proceeds to step S8-11. In a preferred embodiment, step S8-11 includes setting the upper limit of the PTO rotational speed (PTO rotational speed upper limit) (step). That is, in step S8-11, the ECU 62 receives an input for setting the PTO rotational speed upper limit. In a preferred embodiment, in step S8-11, the operator sets the P The upper limit of the PTO rotation speed can be set using the TO rotation speed control dial 53. For example, with respect to the G-PTO map shown in Figure 12, the operator can set the upper limit of the PTO rotation speed 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 upper limit of the PTO rotation speed.

[0093] In a preferred embodiment, when a PTO rotational speed limit is set in step S8-11, line 75 is modified to include the PTO rotational speed limit. For example, as shown in Figure 12, line 75 is modified to include the PTO rotational speed limit 77. In Figure 12, the dashed line shows line 75 before modification to include the PTO rotational speed limit 77, and the solid line shows line 75 after modification to include the PTO rotational speed limit 77. In a preferred embodiment, in step S8-11, a G-PTO map including the PTO rotational speed limit 77 can be displayed on the 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 rotation speed limit value 77. Furthermore, the PTO rotation speed limit value 77 set using the PTO rotation speed control dial 53 can be displayed, for example, on the information display 58, allowing the operator to see the set PTO rotation speed limit value 77.

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

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

[0097] In a preferred embodiment, when a minimum working vehicle speed of 78 is set in step S8-12, line 75 is modified to include the minimum working vehicle speed of 78. For example, as shown in Figure 13, line 75 is modified to include the minimum working vehicle speed of 78 at which the target PTO rotation speed on the G-PTO map is set to zero. In Figure 13, the dashed line shows line 75 before modification to include the minimum working vehicle speed of 78, and the solid line shows line 75 after modification to include the minimum working vehicle speed of 78. In a preferred embodiment, in step S8-12, the G-PTO map including the minimum working vehicle speed of 78 can be displayed on the information display 58.

[0098] In a preferred embodiment of the present invention, in step S8-12, the operator may choose not to set a minimum working vehicle speed by pressing the G-PTO map setting switch 57 without operating the accelerator lever 52. For example, in the G-PTO map shown in Figure 9, the operator operates the accelerator lever 52 in step S8-12. Alternatively, the minimum working vehicle speed limit may be prevented from being set by pressing the G-PTO map setting switch 57.

[0099] Returning to Figure 7, when step S7-6 is completed (for example, when the lower limit of the work vehicle speed of 78 is set / confirmed in step S8-12), the process proceeds to step S7-7, where the ECU 62 receives a command via the user interface 51 to save the newly created G-PTO map. For example, the operator can press the 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, the ECU 62 can store the G-PTO map in the storage unit in step S7-8. For example, in step S7-8, the ECU 62 can store the G-PTO map in the G-PTO mode map storage unit 66. When step S7-8 is completed, the process ends (for example, the G-PTO map setting mode is ended / completed).

[0100] In the preferred embodiment of the present invention described above, the work vehicle speed relative to the first point 73 and the work vehicle speed relative to 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 rotation speed relative to the first point 73 and the PTO rotation speed relative to the second point 74 can be set using the PTO rotation 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 rotation speed relative to the first point 73, and the work vehicle speed and PTO rotation speed relative to the second point 74, may be set by other means. For example, the work vehicle speed and PTO rotation speed relative to the first point 73 may be set by the operator using the touchscreen 59. More specifically, the operator may use the touchscreen 59 to specify a point on the G-PTO map as the position of the first point 73 by pressing / touching (e.g., touch input) a point on the G-PTO map displayed on the touchscreen 59. The work vehicle speed and PTO rotation speed for the first point 73 may be determined using a point on the G-PTO map designated as the location of the first point 73. For example, a G-PTO map that does not yet contain the first or second point (e.g., a blank G-PTO map with nothing written on it) may be displayed on the touchscreen 59, and the operator may use the touchscreen 59 to designate point 73A on the G-PTO map as the location of the first point 73 to be used to determine the work vehicle speed and PTO rotation speed for the first point 73. For example, in the example shown in Figure 9, if the operator uses the touchscreen 59 to designate point 73A on the G-PTO map as the location of the first point 73, the PTO rotation speed for the 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 rotation speed for the second point 74 may be set by the operator using the touchscreen 59.More specifically, the operator may use the touchscreen 59 to press / touch a point on the G-PTO map displayed on the touchscreen 59 to designate it as the position of the second point 74. The operator may use the point on the G-PTO map designated as the position of the second point 74 to determine the work vehicle speed and PTO rotation speed for the second point 74. For example, the operator may use the touchscreen 59 to designate point 74A on the G-PTO map as the position of the second point 74, and use the second point 74 to determine the work vehicle speed and PTO rotation speed for it. For example, in the specific example shown in Figure 9, if the operator uses the touchscreen 59 to designate point 74A on the G-PTO map as the position of the second point 74, the second point 74 will be 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. Afterward, the positions of the first point 73 and the second point 74 may be moved using the touchscreen 59.

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

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

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

[0104] In conventional tractors, since the power source for the PTO and the wheels is the same, the relationship between the accelerating and decelerating work vehicle speed of the tractor (determined based on the gear ratio) and the rotational speed of the PTO is fixed. As a result, the relationship between the accelerating and decelerating work vehicle speed of the tractor and the rotational speed of the PTO only includes a line (line segment) containing a finite number of gradient values. Therefore, as described above, the ability to set the gradient value of line (line segment) 75 to any desired gradient value from a continuous range of gradient values ​​using the user interface 51 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 G-PTO mode, in which the speed of the PTO 45 depends on the current work vehicle speed. For example, 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 (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 G-PTO mode, the PTO rotation speed calculation unit 64 can calculate the target PTO rotation speed based on the work vehicle speed and one of the G-PTO maps shown, for example, 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 corresponding to the target PTO rotation speed determined using the G-PTO map.

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

[0107] In step 14-1, the ECU 62 receives a command to start G-PTO mode. For example, the ECU 62 may receive a command to start G-PTO mode when the operator switches the G-PTO mode on / off switch 55 to the on position. If the ECU 62 receives a command to start G-PTO mode in step S14-1, the process proceeds to step S14-2. In step S14-2, the ECU 62 receives a command to start the PTO 45. For example, the ECU 62 may receive a command to start the PTO 45 when the operator switches the PTO on / off control switch 54 to the on position. If the ECU 62 receives a 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 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 memory read switch 61, the ECU 62 can receive a command to read one of the G-PTO maps, allowing the operator to search for a stored G-PTO map, select one of the stored G-PTO maps, and use it in G-PTO mode. If 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 14-3. 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 above description is merely illustrative of the present invention. Those skilled in the art will be able to conceive of various modifications and variations without departing from the present invention. Accordingly, the present invention is intended to encompass all such alternatives, modifications, and variations described in the appended claims.

Claims

1. A method for generating a new ground-speed power takeoff map (G-PTO map) that includes the relationship between the current work vehicle speed and the target rotational speed of the power takeoff (PTO), The steps include setting the work vehicle speed for points included in the new G-PTO map, The steps include setting the PTO rotation speed for the points included in the new G-PTO map, The steps include plotting the aforementioned points on a new G-PTO map, The steps include plotting lines on the new G-PTO map based on the points, A method of having.

2. The process further includes the step of plotting another point on the new G-PTO map, The aforementioned 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. The method according to 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 speed of the work vehicle relative to the aforementioned point is set using work vehicle speed control when the work vehicle is set to G-PTO map setting mode. The method according to claim 1, wherein the work vehicle speed control is operable by the operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set to G-PTO map setting mode.

4. The method according to claim 3, wherein the work vehicle speed for the point is 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 aforementioned point is set using PTO rotation speed control when the work vehicle is set to G-PTO map setting mode. The method according to claim 1, wherein the PTO rotation speed control is operable by the operator of the work vehicle to control the speed (rotation speed) of the PTO when the work vehicle is not set to G-PTO map setting mode.

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

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

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

9. The method further includes the step of setting the upper limit of the PTO rotation speed for the aforementioned new G-PTO map. The aforementioned upper limit of PTO rotation speed is set using PTO rotation speed control when the work vehicle is set to G-PTO map setting mode. The method according to claim 1, wherein the PTO rotation speed control is operable by the operator of the work vehicle to control the speed (rotation speed) of the PTO when the work vehicle is not set to the G-PTO map setting mode.

10. The steps include receiving a command to switch to the G-PTO map setting mode in order to create the aforementioned new G-PTO map, In response to the command to transition to the G-PTO map setting mode, the process includes determining whether the PTO switch is in the off position, If the PTO switch is not in the OFF position, the step of exiting the G-PTO map setting mode, The method according to claim 1, further comprising:

11. The method further includes the step of setting a minimum working vehicle speed for the new G-PTO map, The aforementioned lower limit of the work vehicle speed is set using work vehicle speed control when the work vehicle is set to G-PTO map setting mode. The method according to claim 1, wherein the work vehicle speed control is operable by the operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set to G-PTO map setting mode.

12. The work vehicle speed and the PTO rotation speed relative to the aforementioned point are set using the touchscreen when the work vehicle is set to G-PTO map setting mode. The touchscreen is operable to accept input values ​​that specify the touch points on the new G-PTO map as the location of the points. The method according to claim 1, wherein the work vehicle speed and the PTO rotation speed relative to the point are determined using the touch point on the G-PTO map designated as the position of the point.

13. The method according to claim 1, wherein the work vehicle speed and the PTO rotation speed relative to the point are set using a user interface that can be operated to accept a numerical value for the work vehicle speed and a numerical value for the PTO rotation speed relative to the point.

14. The steps include receiving a command to transition to the 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, the steps include determining whether the shuttle lever of the work vehicle is in the neutral position, The steps include determining whether the shuttle lever of the work vehicle is in the neutral position, If the shuttle lever of the aforementioned work vehicle is not in the neutral position, the step of exiting the G-PTO map setting mode, The method according to claim 1, further comprising:

15. The steps include receiving a command to transition to the 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, the brakes of the work vehicle are activated. A step of determining whether the input is in the ON position, If the brake input of the work vehicle is not in the ON position, the step of exiting the G-PTO map setting mode, The method according to claim 1, further comprising:

16. The steps include generating a new ground-speed power takeoff map (G-PTO map) that includes the relationship between the current work vehicle speed and the target rotational speed of the power takeoff (PTO), The step of generating the new G-PTO map includes the step of directly setting lines using a touchscreen, A method of having.

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

18. The method further includes the step of setting a minimum working vehicle speed for the new G-PTO map, The aforementioned lower limit of the work vehicle speed is set using work vehicle speed control when the work vehicle is set to G-PTO map setting mode. The method according to claim 16, wherein the work vehicle speed control is operable by the operator of the work vehicle to control the speed of the work vehicle when the work vehicle is not set to the G-PTO map setting mode.

19. The process includes a step of generating a new ground-speed power takeoff map (G-PTO map) that includes the relationship between the current work vehicle speed and the target rotational speed of the power takeoff (PTO), The new G-PTO map is generated based on one or more operator input values ​​to the user interface that set the relationship between the current work vehicle speed and the target rotational speed of the power takeoff (PTO). The aforementioned relationship includes a line containing a gradient value set based on one or more operator input values, The aforementioned gradient value is set from a continuous range of gradient values.

20. The method according to claim 19, wherein the gradient value of the line is greater than zero and constant over the entire length of the line.

Images