GB2505294A - Control method for power take off - Google Patents

Control method for power take off Download PDF

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Publication number
GB2505294A
GB2505294A GB1311405.3A GB201311405A GB2505294A GB 2505294 A GB2505294 A GB 2505294A GB 201311405 A GB201311405 A GB 201311405A GB 2505294 A GB2505294 A GB 2505294A
Authority
GB
United Kingdom
Prior art keywords
pto
power take
electronic control
control unit
operational state
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB1311405.3A
Other versions
GB201311405D0 (en
Inventor
Roul D Arjyashree
Ramesh Km
M Sudharsan
K Jeyaraman
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Priority to GB1311405.3A priority Critical patent/GB2505294A/en
Publication of GB201311405D0 publication Critical patent/GB201311405D0/en
Publication of GB2505294A publication Critical patent/GB2505294A/en
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1886—Controlling power supply to auxiliary devices
    • B60W30/1888—Control of power take off [PTO]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

The invention relates to a method for controlling a clutch-dependent power take-off PTO using controlling means comprising an electronic control unit ECU. A first input 1 is provided for a signal corresponding to an engaged or a disengaged operational state of a drive clutch DC. A second input 2 is provided for a signal corresponding to an activated or a deactivated operational state of the power take-off PTO. A switch unit SU is connected to said electronic control unit ECU, and controls the operational state of the power take-off PTO depending on the present inputted operational states. The switch unit SU couples the power take-off PTO with the drive clutch DC only if the drive clutch DC is in a disengaged operational state. The invention is aimed at protecting the apparatus from damage when operated incorrectly and is usable in a load tipping application and in conjunction with a display panel IPD.

Description

Control method for Power take-off The invention relates to a method for controlling a clutch-dependent power take-off (PTO) according to the preamble of claim 1 and an apparatus for controlling a P10 according to the preamble of claim 4. The invention also relates to an instrument panel according to claim 7.
Power Take-Offs (Pbs) are mechanical gearboxes that are attached to apertures provided on vehicle transmissions, e.g. of a truck, agricultural vehicle, and are used to transfer the power of the vehicle engine to auxiliary components, most commonly a hydraulic pump. The hydraulic flow generated by the pump is then directed to cylinders and/or hydraulic motors to perform work. In some P10 applications such as generators, air compressors, pneumatic blowers, vacuum pumps and liquid transfer pumps, the PTO provides power, in the form of a rotating shaft directly to the driven component.
Rear-mounted FTOs are frequently referred to as "countershaft PTOs" although, in truth, many side-mounted PTOs are also driven by gears on the transmission's countershaft and so are "countershaft' PTOs.
The power take-off may be engaged by means of a cable, lever, air pressure, or hydraulic pressure. The latest FTC shifting design incorporates a small electric motor and hydraulic pump within the shift cover assembly to provide hydraulic force to engage the P10.
On certain vehicles the PTO can be engaged only if the vehicle is not in gear.
A PTO control system known from the US 2011/0172892 Al allows for selecting between an independent PTO mode and an interlock PTO mode, comprising a mode-switch command input device for giving an instruction on selection between the independent P10 mode and the interlock PTO mode, a PTO setting device having an engaging position for producing an engaging command and a disengaging position for producing a disengaging command of the PTO clutch, and a PTO control unit for controlling a PTO clutch in response to a pedal operational position of a brake pedal, a mode selected by the mode-switch command input device, and a position selected by the P10 setting device. PTO mode switch implementation processing is suspended when the PTO transmission system is in a power transmittable state, while the P10 mode switch implementation processing is permitted when the PTO transmission system is in the power non-transmittable state.
It is further known from the JP 63064621 Al to enable the operation of an engine's power take-off device through an action control of a PTO switch, by a method wherein, after it is confirmed that a transmission is brought into a neutral state and a clutch is released, the clutch is disengaged once, and a PTO is connected to a drive shaft.
Although it is often observed that untrained drivers or mechanics skip to press the clutch pedal before pressing the PTO switch. This causes clashing of mating gears and leads to premature P10 assembly failure. In some rare cases it can also be observed that drivers forget to switch OFF the P10 switch after tipping off a load body. This causes continuous un-pressurized oil flow inside the power take-off circuit and the vehicle which may lead to unsafe conditions and accident incurring events if the tipping lever is operated in a vehicle running mode.
These unsafe practices are omnipresent and reduce the warranty life of the power-transmission of the PTO or the vehicle equipped with it.
Therefore it is an object of the present invention to provide a method for controlling a clutch-dependent PTO and an apparatus for controlling clutch-dependent P10 by which operation safety is improved and the service limit of a vehicle having such a clutch-dependent PTO can be increased.
This object is solved by a method for controlling a clutch-dependent P10 having the features of claim 1 and an apparatus having the features of claim 4. Advantageous embodiments with expedient and non-trivial developments of the invention are indicated in the dependent claims.
In order to prevent a user, e.g. a driver or mechanic, from incorrect operation of a power take-off PTO according to the present invention a method for controlling a clutch-dependent power take-off (PTO) is provided using controlling means comprising: an electronic control unit with -a first input which receives a signal corresponding to an engaged or a disengaged operational state of a drive clutch, -a second input which receives a signal corresponding to an activated or a deactivated operational state of a power take-off, and -a switch unit connected to the electronic control unit, which controls the operational state of the power take-off depending on the present inputted operational states in the electronic control unit, whereby the switch unit couples the power take-off with the drive clutch only if the drive clutch is in a disengaged operational state; in other words the switching unit is only coupling the PTO to the main drive when the latter is in a disengaged state. It is possible to operate the PTO with the vehicle both at a standstill and when it is in motion. As mentioned earlier it is necessary to turn the PTO ON and OFF only while the vehicle is in a stationary mode in order to avoid damages of the PTO. If a clutch-dependent PTO is operated whilst the vehicle is in motion, then there may be no gear changes. By inhibiting the gear shift, the opposite effect is also achieved, namely that a gear cannot be selected if the PlO is already operating.
For instance one pair of gears could be driven by way of a main shaft (also the gearbox input shaft) when an engine is running and the clutch is engaged. This causes a countershaft -of the PTO -to rotate as well. When the clutch is disengaged, internal resistance to rotation in the gear train causes the countershaft to come to a standstill. In this operating condition the PTO can be engaged. Thus, ensuring that the power take-off can not be engaged if the vehicle is in gear avoids clashing of mating gears and premature PlO assembly failure. And therefore the driver can engage a PTO only after pressing a clutch pedal of the vehicle, i. e. the drive clutch.
An advantageous embodiment of the invention proposes a method wherein the electronic control unit having a third input receives a signal corresponding to a tipping and increments a counter of the electronic control unit, if a tipping lever is engaged. By using a tipping counter it is possible to verify -using the above described method -whether a user or driver/mechanic has forgotten to switch OFF the PTO switch after tipping off a load body. This would be an erroneous use of the PTO since it would cause a continuous unpressurised fluid flow inside the PTO's hydraulic circuit or the vehicle in use, which would lead to unsafe conditions if a corresponding tipping lever would be operated during the vehicle running mode. Furthermore the incremental count can provide information directly associable with a lifecycle of the PTO.
In a preferred embodiment of the invention the electronic control unit having a time delay switch, sets the PTO after a tipping into a deactivated operational state after a predetermined period of time, if the drive clutch is in a disengaged operational state. In such a case the PTO will be switched OFF automatically in case the user or driver of the PlO forgets to switch OFF the PlO after the tipping operation. Hence accidents can be avoided due to unpressurised fluid/oil flow inside the PTO's hydraulic circuit.
Another aspect of the invention relates to an apparatus for controlling a clutch-dependent power take-off using controlling means comprising: an electronic control unit with -a first input adapted for receiving a signal corresponding to an engaged or a disengaged operational state of a drive clutch, -a second input adapted for receiving a signal corresponding to an activated or a deactivated operational state of a power take-off, and -a switch unit connected to the electronic control unit, adapted for controlling the operational state of the power take-off depending on the present/prevailing inputted operational states in the electronic control unit, wherein the switch unit couples the power take-off with the drive clutch only if the drive clutch is in a disengaged operational state; in other words the switching unit is only coupling the PTO to the main drive when the latter is in a disengaged state.
By integrating the above described method in an apparatus for controlling a clutch-dependent PTO with an electronic control unit (ECU) the advantages of the described method can be used in a very easy and cost effective way since a "software" implementation of the method can be adapted specifically to any PTO or vehicle equipped with it. This specific apparatus can be attached or coupled to a PlO or can be installed in certain vehicles where it is necessary to ensure that the PTO can be engaged only if the vehicle is not in gear.
Another advantageous embodiment of the electronic control unit exhibits a third input, adapted for receiving a signal corresponding to a tipping which increments a counter of the electronic control unit, if a tipping lever is engaged. By using a tipping counter it is possible to verify whether a user or driver/mechanic has forgotten to switch OFF the PlO switch after tipping off a load body.
Yet another preferred embodiment of the electronic control exhibits a time delay switch, adapted for setting the PTO after the tipping into a deactivated operational state after a predetermined period of time, if the drive clutch is in a disengaged operational state.
Furthermore another aspect of the invention relates to an instrument panel, in particular for a vehicle, having an apparatus for controlling a clutch-dependent power take-off using controlling means which implement the above-stated method with at least one or all features mentioned. Such an instrument panel gives a visual and/or audible feedback to the driver using the PTO, indicating particularly an operational state of a gear or clutch switch of a drive clutch and/or an operational state of a power take-off and/or an ordinal number of tipping operations.
Further advantages, features and details of the invention can be derived from the following description of preferred embodiments as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and the feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only with respect to the mentioned combinations but also in any other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a simplified arrangement of an apparatus according to an embodiment of the invention; and in Fig. 2 a process flow chart documenting of a possible implementation of a method according to a preferred embodiment using an apparatus and a display according to an advantageous embodiment of the invention.
In the figures the same elements or elements having the same function are referenced by the same numeral.
Figure 1 shows an arrangement of and apparatus for controlling a clutch-dependent PTO using controlling means according to an embodiment of the invention. An electronic control unit ECU is adapted to receive several operational states, for instance of a drive clutch DC over a first input 1, a power take-off PTO over a second input 2 and/or a tipping lever PT over a third input 3 by means of which the electronic control unit ECU determines whether a switch unit SU couples the power take-off PTO with the drive clutch DC.
The power take-off and PTO could be engaged pneumatically via a switching valve and a pneumatic cylinder, located inside a power take-off PTO housing that is pressurized on one side -not shown. The power take-off EPO may only be turned ON or OFF with the drive clutch DC being in a disengaged operational state.
Since untrained drivers or mechanics often forget to press the clutch pedal before pressing a power take-off EPO switch, it is necessary to bear in mind that the power take-off PTO may be turned only ON or OFF with that drive clutch DC disengaged, in order to avoid an improper use of a power take-off PlO driven device. This engaging must take place with an engine running at an idle speed. The power take-off PTO may only be turned on, when a countershaft is stationary.
An instrument panel IPD is provided in order to output and display the different operational states corresponding to the drive clutch DC or the power take-off PTO giving the untrained driver or mechanic a direct feedback with regard to the present operational conditions.
The electronic control unit ECU checks automatically whether the required rules are met or not. Thus the electronic control unit ECU insures that the power take-off PlO cannot be engaged if the vehicle is in gear, thereby avoiding a clashing of mating gears and a premature failure of the power take-off RIO assembly.
The described embodiment is not limited to the three inputs mentioned. In other advantageous embodiments of the invention -not shown herein -additional inputs can be provided whereby the switching unit SU would be activated dependent on the determined operational states and the additional input-data processed by the electronic control unit ECU of the apparatus for controlling the clutch-dependent power take-off PTO.
Further, in another advantages in embodiment the instrument panel IPD can display information according to a plurality of input-data. These could include information off different pressures in a pneumatic line of a hydraulic network. Dependent on the inputted signals and data different counters can be activated, for instance a counter for tipping operations performed by hydraulic means could be displayed while monitoring the usage of the power take-off RIO.
Figure 2 illustrates with reference to a flowchart, a method according to an embodiment of the invention. Starting from an initialization step Si, a vehicle is started in a second subsequent step S2. In a third step S3 the actuation of a drive clutch DC is expected. In step S4, it is checked if the drive clutch DC has been pressed or not.
If the drive clutch DC has not been pressed, a clutch-timer is started in step 35. In a further step 36, it is checked whether the clutch-timer has expired. If the drive clutch DC timer has expired, it will be stopped in a further step 58.
As long as the clutch-timer has not yet expired, will be checked in step S7, whether the drive clutch DC has been pressed or not. If the drive clutch DC has not yet been pressed, the process returns to the step 36.
If the drive clutch DC has been pressed in step 37, the method proceeds to step 58 and the clutch-timer is stopped. Subsequently the method proceeds with step 59.
Provided that the drive clutch DC has been pressed in the step 34, the method continues to step S9, wherein the drive clutch DC is engaged via a coupling relay.
In a subsequent step 310, the method goes into a wait loop, verifying to see if a power take-off PTO switch is turned ON or OFF.
In step Sli it is checked whether the power take-off PTO switch is pressed ON or OFF, until it is turned ON.
Turning ON the power take-off PlO happens in step S12 via a PlO relay.
In a step 313, a power take-off PTO OFF-timer is started simultaneously.
The OFF4imer switch for the power take-off PTO is set so that a turn-OFF of the power take-off PTO is ensured, if a user forgets to press the power take-off PTO OFF-switch, for example, after a tipping operation.
As mentioned above, if a user forgets to switch OFF the power take-off PTO, when e.g. a vehicle equipped with a power take-off PlO is "at rest", this may lead to a continuous decrease of the hydraulic pressure in the system and will cause e.g. a jaw clutch coupling on a shift cylinder of the power take-off RIO to disengage. As soon as the hydraulic pressure in the system increases once more -when the engine is switched ON -the power take-off PTO will engage automatically causing damage to a gear change tooting leading to premature failure of the power take-off PlO. Moreover accidents can occur due to unpressurised fluid/oil flow inside the PTO's hydraulic circuit.
In a subsequent step S14, it is checked whether or not the ignition of the vehicle has occurred or the vehicle is in a parked "rest" state. This can be checked, for example by checking an operating voltage of 24 V of the vehicle on the power take-off PTO terminals.
If the operating voltage of the vehicle is 24 V or the ignition key of the vehicle is turned ON, in a further step Si 5 a counter will be incremented for each tipping operation of the vehicle using the power take-off PTO.
In a subsequent step S 16 it is verified whether the operating voltage of the vehicle of 24 V is still OFF or ON.
Then in a further step S17 it is checked if power take-off PlO switch is turned OFF or ON.
If in step Si 6, the vehicle hasn't been started -ignition ON -or the voltage of 24 V does not occur, the next step 517 checks whether the power take-off PTO switch is turned OFF or ON.
When the power take-off PTO switch is turned OFF manually, the method checks in a following step SiB, if the power take-off PTO timer previously started in step S13 has expired or not. If not, then the method returns to step S16.
As soon as the power take-off PTO timer has expired, the method continues with step 519.
If the power take-off PTO switch has been turned already OFF manually in step 517 the procedure advances to Step S19, wherein in step S19 the PTO relay is turned OFF and in a following step S20 the drive clutch DC relay is turned OFF disengaging the drive clutch DC.
The method starts waiting again in a subsequent step S2i for the drive clutch DC to be pressed.
In a further step S22 the method checks whether the drive clutch DC has been pressed or not unless the drive clutch DC is pressed again. If the drive clutch DC is pressed the method proceeds to step S9, and triggers again the switching of the clutch-relay.
In another preferred embodiment of the invention the electronic control unit ECU exhibits a plurality of time delay switches, constituting a fallback position for critical operational states of the power take-off PTO and/or the drive clutch DC interacting therewith. Thus new unskilled users can be assisted effectively operating the vehicle and the driven devices by the vehicle's power take-off PTO.
The flowchart illustrated in Fig. 2 shows only one of many possible process-implementations of the method using the electronic control unit ECU according to an embodiment presented in Fig. 1.

Claims (7)

  1. Claims A method for controlling a clutch-dependent power take-off (PTO) using controlling means comprising: an electronic control unit (ECU) providing -a first input (1) which receives a signal corresponding to an engaged or a disengaged operational state of a drive clutch (DC), -a second input (2) which receives a signal corresponding to an activated or a deactivated operational state of a power take-off (PTO)J and -a switch unit (SU) connected to said electronic control unit (ECU), which controls the operational state of said power take-off (PTO) depending on the present inputted operational states in said electronic control unit (ECU), characterized in that said switch unit (SU) coupling said power take-off (P10) with said drive clutch (DC) only if said drive clutch (DC) is in a disengaged operational state.
  2. 2. The method according to claim 1, characterized in that the electronic control unit (ECU) providing a third input (3) receives a signal corresponding to a tipping and increments a counter of said electronic control unit (ECU), if a tipping lever (TL) is engaged.
  3. 3. The method according to claim 2, characterized in that the electronic control unit (ECU) providing a time delay switch, sets said power take-off (PTO) after said tipping into a deactivated operational state after a predetermined period of time, if said drive clutch (DC) is in a disengaged operational state.
  4. 4. An apparatus for controlling a clutch-dependent power take-off (FTO) (PTO) using controlling means comprising: an electronic control unit (ECU) with -a first input (1) adapted for receiving a signal corresponding to an engaged or a disengaged operational state of a drive clutch (DC), -a second input (2) adapted for receiving a signal corresponding to an activated or a deactivated operational state of a power take-off (PTO), and -a switch unit (SU) connected to said electronic control unit (ECU), adapted for controlling the operational state of said power take-off (PlO) depending on the present inputted operational states in said electronic control unit (ECU), characterized in that said switch unit (SU) couples said power take-off (PTO) with said drive clutch (DC) only if said drive clutch (DC) is in a disengaged operational state.
  5. 5. The apparatus according to claim 4, characterized in that the electronic control unit (ECU) has a third input (3) adapted for receiving a signal corresponding to a tipping which increments a counter of said electronic control unit (ECU), if a tipping lever (IL) is engaged.
  6. 6. The apparatus according to claim 5, characterized in that the electronic control unit (ECU) has a time delay switch adapted for setting said power take-off (PlO) after said tipping into a deactivated operational state after a predetermined period of time, if said drive clutch (DC) is in a disengaged operational state.
  7. 7. An instrument panel display (IPD), in particular for a vehicle, displaying an output (4) which is determined by a method according to one of the claims Ito 3 operated on an apparatus according to one of the claims 4 to 6.
GB1311405.3A 2013-06-27 2013-06-27 Control method for power take off Withdrawn GB2505294A (en)

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Application Number Priority Date Filing Date Title
GB1311405.3A GB2505294A (en) 2013-06-27 2013-06-27 Control method for power take off

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Application Number Priority Date Filing Date Title
GB1311405.3A GB2505294A (en) 2013-06-27 2013-06-27 Control method for power take off

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GB2505294A true GB2505294A (en) 2014-02-26

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2562857A1 (en) * 2015-10-01 2016-03-08 Vimasol E Hijos, S.L. Procedure and control system of an industrial or agricultural vehicle (Machine-translation by Google Translate, not legally binding)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5562173A (en) * 1994-04-14 1996-10-08 New Holland North America, Inc. Power take-off electronic control with RPM interlock
JPH10297349A (en) * 1997-04-23 1998-11-10 Jidosha Buhin Kogyo Co Ltd Dump control device and dump control method
WO2004041576A1 (en) * 2002-11-07 2004-05-21 Volvo Lastvagnar Ab An automatic engaging/disengaging method and a device for controlling a coupling-dependent power take-off
US20050288152A1 (en) * 2004-06-25 2005-12-29 Hitch Ronald P Method and apparatus for synchronized PTO control in a motor vehicle powertrain
JP2007161025A (en) * 2005-12-12 2007-06-28 Kubota Corp Pto clutch control device
US20110172892A1 (en) * 2010-01-13 2011-07-14 Kubota Corporation PTO Control System
JP2013095239A (en) * 2011-10-31 2013-05-20 Daimler Ag Control device for hybrid vehicle

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5562173A (en) * 1994-04-14 1996-10-08 New Holland North America, Inc. Power take-off electronic control with RPM interlock
JPH10297349A (en) * 1997-04-23 1998-11-10 Jidosha Buhin Kogyo Co Ltd Dump control device and dump control method
WO2004041576A1 (en) * 2002-11-07 2004-05-21 Volvo Lastvagnar Ab An automatic engaging/disengaging method and a device for controlling a coupling-dependent power take-off
US20050288152A1 (en) * 2004-06-25 2005-12-29 Hitch Ronald P Method and apparatus for synchronized PTO control in a motor vehicle powertrain
JP2007161025A (en) * 2005-12-12 2007-06-28 Kubota Corp Pto clutch control device
US20110172892A1 (en) * 2010-01-13 2011-07-14 Kubota Corporation PTO Control System
JP2013095239A (en) * 2011-10-31 2013-05-20 Daimler Ag Control device for hybrid vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2562857A1 (en) * 2015-10-01 2016-03-08 Vimasol E Hijos, S.L. Procedure and control system of an industrial or agricultural vehicle (Machine-translation by Google Translate, not legally binding)

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