Abstract: A method for determining the ideal fuel usage value of a locomotive or other off-highway vehicle is disclosed. The time spent in each of a plurality of operating modes is determined and applied to an algorithm for calculating the ideal fuel usage associated with that operating mode. The individual values calculated for each operating mode are summed in accord with the operating modes experienced during a given train run. The sum value represents the ideal fuel usage quantity for the train run.

Abstract: A correction coefficient setting unit calculates as a difference in an actual revolution speed the difference between the actual revolution speed of a front driving axle and the actual revolution speed of a rear driving axle. Moreover, the correction coefficient setting unit calculates the ideal reference revolution speed of the front driving axle and the ideal reference revolution speed of the rear driving axle in consideration of a difference in a radius of gyration between the driving axles. The correction coefficient setting unit also calculates as a difference in a reference revolution speed the difference between the ideal reference revolution speed of the front driving axle and the ideal reference revolution speed of the rear driving axle.

Abstract: A vehicle control apparatus for controlling a four-wheel-drive automotive vehicle of a type which comprises a first drive power source for driving one of a pair of front wheels and a pair of rear wheels, and a second drive power source for driving the other of the pairs of front and rear wheels, wherein an operator's desired value of a vehicle drive force for driving the automotive vehicle is obtained on the basis of an amount of operation of a manually operated vehicle accelerating member and a running speed of the vehicle, and a front drive force for driving the pair of front wheels and a rear drive force for driving the pair of rear wheels are controlled on the basis of a static and a dynamic state of the vehicle such that a sum of the front drive force and the rear drive force is equal to the obtained operator's desired value of the vehicle drive force.

Abstract: In driving force controlling apparatus and method for a four-wheel drive vehicle, a command is outputted to a front-and-rear wheel driving force distribution control system to reduce a clutch engagement force of a clutch such as a frictional clutch when a subtraction value of a detected value of a clutch transmission torque from that of a clutch input torque (Tinp−Tr) is smaller than a predetermined value (&dgr;) and detected wheel velocities of both of left and right road wheels of the vehicle are substantially equal to each other (Vw1±&agr;=Vw2 and Vw35 &agr;=Vw4).

Abstract: There is provided a control system for a front-and-rear wheel drive vehicle which connects and disconnects one pair of respective pairs of front wheels and rear wheels to and from an electric motor for driving the one pair of wheels by a clutch of a type actuated by pressure. The control system is capable of engaging the clutch promptly and reliably during the start of the vehicle and during the travel thereof, thereby making it possible to ensure an excellent startability of the vehicle and a sufficient total driving force for the vehicle. In the control system for the vehicle, the front wheels are driven by an engine, the rear wheels are driven by the electric motor via the clutch of a type actuated by pressure, and the clutch is actuated by accumulator pressure accumulated in an accumulator, whereby the rear wheels and the electric motor are connected to and disconnected from each other.

Abstract: A four wheel drive vehicle, which has an automatic four wheel drive mode, includes a trailer tow detection strategy. If a trailer tow situation is encountered while in automatic four wheel drive mode, then the duty cycle of a clutch in a transfer case can be adjusted to account for the trailer towed behind the vehicle.

Abstract: The vehicle comprises a continuously variable transmission and traction control system (TCS) which controls a driving force. When the TCS is not operating, a controller computes a final target ratio based on a sensor detected vehicle speed. When the TCS is operating, the final target ratio is computed based on an estimated vehicle speed, and the final target ratio is limited by a speed ratio upper limiting value computed based on the sensor detected vehicle speed. The controller controls a speed change actuator so that a real speed ratio approaches the final target ratio.

Abstract: A transfer case control system or apparatus 10 is provided for use on a four-wheel drive vehicle of the type having a transfer case 32, a front driveshaft 22 and a rear driveshaft 26. Transfer case control system 10 includes a conventional microcontroller or controller 40 having a memory unit 42 and operating under stored program control. Controller 40 is communicatively coupled to sensors 44, 46, 48, and to a transfer case 32. Controller 40 selectively generates a control signal having a proportional term or component and an integral term or component. The control signal is generated to transfer case 32 and controls the amount of torque provided to driveshafts 22, 26.

Abstract: To achieve a first object of the present invention, a starting time limit vehicle speed which preferentially permits a torque distribution to front and rear wheels at the time of starting of a vehicle is switched in accordance with a degree of a diameter difference. To achieve a second object of the present invention, when the vehicle makes a normal running with different-diameter tires mounted thereon, a front/rear wheel distribution torque caused by a front/rear wheel rotation speed difference owing to the different-diameter tires is limited by switching a torque gain depending on a degree of a diameter difference.

Abstract: A transfer case control system or apparatus 10 is provided for use on a four-wheel drive vehicle of the type having a transfer case 32, a front driveshaft 22 and a rear driveshaft 26. Transfer case control system 10 includes a conventional microcontroller or controller 40 having a memory unit 42 and operating under stored program control. Controller 40 is communicatively coupled to sensors 44, 46, 48, and to transfer case 32. Controller 40 selectively transmits a torque control or minimum duty cycle signal to transfer case 32, which is at least partially based upon the angular position of the vehicle's steering wheel and the speed of driveshafts 22, 26.

Abstract: A four-wheel drive anti-lock brake control in which the existence of torque transfer between the front and rear wheels of the vehicle is detected based on differences in the duration of ABS control used at each of the independently controlled wheels. Such differences are used to determine a ratio of rear-to-front (or front-to-rear) ABS control. If the ratio indicates the presence of torque transfer, the wheel causing the transfer is identified and its brake pressure released as required to alleviate the detected torque transfer, so long as the release will not cause a change in vehicle deceleration.

Abstract: An automatic guided system and control method thereof includes guide lines, stop position tags formed beside the guide lines, and an automatic guided vehicle moving along the guide lines and stopping at stop positions of the stop position tags. The automatic guided system also includes a vision unit to photograph the guide lines, a stop position detection unit to detect the stop position tags, a moving unit to drive wheels of the automatic guided vehicle, an encoding unit to detect rotation of the wheels, and a control unit to control the moving unit. The control method includes calculating first position information using a predetermined color code corresponding to a color of a second guide line and information of one of the stop position tags.

Abstract: A process for continuously controlling the transfer of torque within a differential where a target delta (&Dgr;T) value is determined as a function of a first differential output shaft speed (&ohgr;a) and a second differential output shaft speed (&ohgr;b) and then normalized according to the vehicle speed when the vehicle is being driven under a no wheel slip condition. A normalized actual delta (&Dgr;A) is also determined as a function of the first output shaft speed (&ohgr;a) and the second output shaft speed (&ohgr;b), a comparison is made between &Dgr;T and &Dgr;A and torque is transferred between the first and second output shafts of the differential according to a logic control methodology such as proportional, integral, and/or derivative (PID) control methodologies if the comparison result of &Dgr;A to &Dgr;T is outside of a tolerance range established around &Dgr;T.

Abstract: System and method for controlling a vehicle that includes sensing driver control information from each of at least two foot actuated pedals of a vehicle. The sensed information is electronically analyzed and a driver desired vehicle acceleration is determined from the sensed information. An acceleration affecting system of the vehicle is then controlled to urge the vehicle toward the driver desired vehicle acceleration. The sensed driver vehicle control information may be translated into an electronic format suitable for being electronically analyzed, but in most instances will already be in such a format and no translation is necessary. Both positive and negative determinations of driver desired vehicle acceleration are accommodated which generally correspond to desired faster travel and desired slower travel, respectively, when the vehicle is in forward motion.

Abstract: A device for changing the speeds of the front and rear wheels in a four-wheel-drive vehicle including a continuously variable speed-changing mechanism for the front wheels, which changes the input rotational speed and outputs it to the front wheel drive shafts, and a continuously variable speed-changing mechanism for the rear wheels, which changes the input rotational speed and outputs it to the rear wheel drive shafts. The device for changing the speeds of the front wheels and the rear wheels comprises a detector means for detecting the operation conditions of the vehicle, a steering angle sensor for detecting the steering angle of the vehicle, and a controller for variably controlling the speeds of the continuously variable speed-changing mechanisms based on the operation conditions of the vehicle.

Abstract: An apparatus and a method for estimating a vehicle speed of a vehicle in which a driving state can be switched between a four-wheel drive (4WD) state and a two-wheel drive (2WD) state. The driving state of the vehicle can be determined based on one or more pieces of information. A controller calculates the vehicle speed based on a wheel speed of at least one non-driven wheel when it is determined that the vehicle is in the 2WD state. When it is determined that the vehicle is not in the 2WD state or when it cannot be determined that the vehicle is in the 2WD state, the controller calculates the vehicle speed based on the lowest one and/or the second lowest one of the wheel speeds of all of the wheels. Further, an apparatus and method for performing predetermined control, such as behavior control or traction control, that perform the control by using the estimated vehicle speed.

Abstract: There is disclosed a driving force control system for a four-wheel drive vehicle, which is capable of properly controlling the execution and cancellation of a lock mode in which the engagement forces of clutches for distributing a driving force to auxiliary drive wheels are made maximum, thereby reducing frequency and duration of the lock mode. Further, there is disclosed a driving force control system for a four-wheel drive vehicle, which is capable of properly controlling the engagement forces of clutches for distributing a driving force of the main drive wheels to auxiliary drive wheels, thereby causing the clutches to efficiently operate without waste of power.

Abstract: In the back monitoring apparatus for a vehicle, a path loci of a minimum cornering portion and a maximum cornering portion of the vehicle is predicted, superposed on a back image and then displayed simultaneously superposed on the back image. In this configuration, the safety confirmation and operation by a driver can be improved when a vehicle is backed up by displaying a predicted path locus with excellent visibility.

Abstract: Method and electronic control system using a unique driver demand (calibration) table stored in system memory to provide torque output values specific to a 4×4 mode of operation of the vehicle drive unit. For example, the torque output of the electronic control system for a 4×4 low mode of operation is controlled using a unique calibration table stored in system memory for 4×4 low mode of operation, while the torque output of the electronic control system for other modes of operation is controlled using one or more different, other calibration tables stored in system memory.

Abstract: A vehicle drive force control system reduces front-wheel drive force and rear-wheel drive force during unstable running of a vehicle. The front-wheel drive force is reduced with an increase in the running instability, and the front-wheel and rear-wheel drive forces are controlled during low-speed vehicle turning while traction control is effected for at least one of the front wheels. The result is that the front-wheel drive force can be reduced with a decrease in friction coefficient &mgr; of a road surface, while the rear-wheel drive force can be reduced with an increase in turning angle of the vehicle and does not exceed the front-wheel drive force.

Abstract: A microcomputer-based electronic control system for a full time four wheel drive torque transfer case monitors the relative slip between the front and rear output shafts of the transfer case, and generates a signal to engage an electromagnetic clutch for a predetermined time period in the event a predetermined slip threshold is exceeded. The control system continuously interrogates two Hall effect sensors positioned over toothed wheels on the front and rear outputs of the transfer case. Tooth counts are stored in two numerical stacks (one for each sensor), the depth of which may be adapted to the requirements of the particular design. Upon detecting a tooth count, the system adds the count to the sensor's current stack register and pushes all of the registers of the other stack down one register. The last register is pushed out or deleted from the stack memory.

Abstract: A driving force control apparatus of a motor vehicle including a first set of drive wheels and a second set of drive wheels, e.g., front wheels and rear wheels, which are driven with respective driving forces that are controlled independently of each other. The control apparatus calculates an actual slip rate difference between a slip rate of the first set of drive wheels and that of the second set of drive wheels, and controls distribution of driving force between the first set of wheels and the second set of wheels, based on the slip rate difference.

Abstract: A device for changing the speeds of the front and rear wheels in a four-wheel-drive vehicle, which is equipped with a continuously variable speed-changing mechanism for the front wheels which changes the input rotational speed and outputs it to the front wheel drive shafts and a continuously variable speed-changing mechanism for the rear wheels which changes the input rotational speed and outputs it to the rear wheel drive shafts. The device for changing the speeds of the front and rear wheels comprises a detector means for detecting the operation conditions of the vehicle and a controller for variably controlling the speeds of said continuously variable speed-changing mechanism for the front wheels and of said continuously variable speed-changing mechanism for the rear wheels based on the operation conditions of the vehicle detected by said detector means.

Abstract: A four-wheel drive vehicle is provided in which the main driven wheels are driven by an engine via a torque converter and the auxiliary driven wheels are driven by an electric motor. The response of the vehicle to the operation of the accelerator is improved by suppressing in advance the slip of the main driven wheels due to an excess output of the engine. The main driven wheels are driven by an engine via a torque converter and auxiliary driven wheels are driven by an electric motor. The vehicle is started by the output of the electric motor in the region in which the speed ratio of the torque converter is small (that is to say, the region in which the efficiency is low) such as when the vehicle is starting, and when it enters the region in which the speed ratio of the torque converter exceeds 0.8 and the efficiency exceeds 85% the drive of the electric motor is stopped or suspended and the vehicle is made to travel by means of the output of the engine.

Abstract: A driving force control apparatus is provided to optimize the acceleration performance and improve the energy efficiency of a vehicle. Preferably, the front wheels are driven by the internal combustion engine, while the rear wheels are driven by the electric motor. The electric motor is driven by electrical power generated by the generator. The generator is driven by the engine. When acceleration slippage occurs in the front wheels, the generator is controlled so as to produce a generation load torque corresponding to the acceleration slippage magnitude.

Abstract: A method and system for determining axle misaligned and tire wear of a vehicle monitors lateral and vertical acceleration values. Lateral and vertical acceleration data for each axle is taken and this data is put into an equation. A ratio of the data for one axle divided by the data of another axle is calculated. If this ratio tends towards 1.0 the axles are more in alignment with respect to each other and there is likely less tire wear. As the ratio tends away from 1.0 the axles are more misaligned with respect to each other and there is likely more tire wear. The standard deviations of the vertical accelerations are also put into a ratio and can be used to predict how much wear the tires on one axle are experiencing as compared to the tires on the other axle. A gauge or monitoring device may be used to monitor the values to determine misalignment and predict tire wear. The monitoring device may send alignment and tire wear signals to a display, which indicates axle misalignment and tire wear of the vehicle.

Abstract: A transfer case control system or apparatus 10 is provided for use on a four-wheel drive vehicle of the type having a transfer case 32, a front driveshaft 22 and a rear driveshaft 26. Transfer case control system 10 includes a conventional microcontroller or controller 40 having a memory unit 42 and operating under stored program control. Controller 40 selectively generates a control signal which controls the amount of torque provided to driveshafts 22, 26. Controller 40 provides an improved torque adjustment “response” by automatically adjusting to the condition of the vehicle's tires.

Abstract: The system comprises: devices operable to provide signals indicative of the angle of rotation of the steering wheel, the speed and the yaw rate of the vehicle, at well as the longitudinal acceleration and transverse acceleration of the vehicle on the basis of which a reference yaw rate is determined. A first yaw torque control signal is produced on the basis of a predetermined mathematical model of the behaviour of the motor vehicle and as a function of the determined reference value of the yaw rate. Control devices generate a second yaw torque control signal as a predetermined function of the longitudinal acceleration of the vehicle. A control circuit generates electrical piloting signals for actuator devices of the differential as a function of the first and second yaw rate control signals.

Abstract: The apparatus for controlling vehicle driving force is provided with a target driving force deciding part for deciding a target driving force by using an accelerator opening and vehicle speed, and driving force distribution control part for distributing the target driving force to an engine torque control part and a drive system control part. Further, this apparatus has a vehicle running state determining part for detecting the running state of the vehicle. Furthermore, the final target driving force is increased or decreased to correct based on the result of the vehicle running state determining part in the target driving force deciding part or the driving force distribution control part.

Abstract: A transfer case for a four-wheel drive motor vehicle includes an electronic control unit (ECU) and a synchronizer which facilitates shift on the fly operations such as, for example, a shift from two wheel high to four wheel high. A temperature sensor disposed either in the transfer case or elsewhere in the motor vehicle provides a temperature signal to the ECU which is utilized to adjust the on time of the synchronizer to compensate for the viscosity of the lubricating fluid within the transfer case or other temperature related variables which affect the time required to synchronize the drive line components prior to engagement. Such temperature compensation also facilitates fault detection and system oversight since the ECU can accurately anticipate the variability of the operating parameters based upon temperature and determinate malfunctions when operation occurs outside such temperature based parameters.

Abstract: A method is provided for determining an acceptable torque level to be applied to at least one clutch pack (of an automobile) which includes the requirement of internal slip to transmit torque. The automobile includes a plurality of wheels. A velocity is sensed at each of the plurality of wheels of the automobile. A speed information value is calculated. The speed information value is a function of the sensed velocities at each of the plurality of wheels. The speed information value is then compared with a calibration table. Finally, the acceptable torque level is determined primarily from the calibration table based on the speed information value.

Abstract: A system for determining an out of balance wheel condition on a vehicle incorporates a wheel speed signal such as provided by ABS systems. The wheel speed signal is associated with acceleration information from an accelerometer on the axle. If a particular acceleration profile is repeated across several rotational cycles of the wheels, then an indication is made that an out of balance condition exists.

Abstract: An apparatus and method of operating an adaptive drive system of a motor vehicle which reduces drive line wear, improves safety margins and permits weight reduction in drive line components activates a clutch between a primary and secondary drive line when the vehicle is determined to be heavily loaded. The method steps include sensing the position of a throttle position sensor, sensing the instantaneous speed of a motor vehicle and computing instantaneous acceleration, determining whether the ratio of vehicle acceleration to throttle position is less than predetermined threshold value and engaging a transfer case clutch to transfer drive torque from a primary drive line to a secondary drive line. Operation of this method is transparent to the driver inasmuch as the clutch is activated when the vehicle is heavily loaded as determined by the throttle position to acceleration ratio.

Abstract: The system comprises:

Abstract: A method of initiating a neutral tow feature in a four-wheel drive vehicle. To initiate the neutral tow feature, an input signal is received from at least one signal generating device. Thereafter, it is determined if the at least one signal indicates that a precondition has been met. If the precondition has been met, then the neutral tow feature is automatically engaged.

Abstract: A device for changing the speeds of the front and rear wheels in a four-wheel-drive vehicle, which is equipped with a continuously variable speed-changing mechanism for the front wheels which changes the input rotational speed and outputs it to the front wheel drive shafts and a continuously variable speed-changing mechanism for the rear wheels which changes the input rotational speed and outputs it to the rear wheel drive shafts. The device for changing the speeds of the front and rear wheels comprises a detector means for detecting the operation conditions of the vehicle and a controller for variably controlling the speeds of said continuously variable speed-changing mechanism for the front wheels and of said continuously variable speed-changing mechanism for the rear wheels based on the operation conditions of the vehicle detected by said detector means.

Abstract: A front and rear wheel load distribution control unit which provides excellent driving operability of a coupled vehicle and improves durability of a driving unit.

Abstract: A device for changing the speeds of the front and rear wheels in a four-wheel-drive vehicle including a continuously variable speed-changing mechanism for the front wheels, which changes the input rotational speed and outputs it to the front wheel drive shafts, and a continuously variable speed-changing mechanism for the rear wheels, which changes the input rotational speed and outputs it to the rear wheel drive shafts. The device for changing the speeds of the front wheels and the rear wheels comprises a detector means for detecting the operation conditions of the vehicle, a steering angle sensor for detecting the steering angle of the vehicle, and a controller for variably controlling the speeds of the continuously variable speed-changing mechanisms based on the operation conditions of the vehicle.

Abstract: A method for braking force distribution control for a vehicle with a direct four wheel drive mode, which does not become an obstacle to an effective braking force and disconcert the driver's feeling. This method relates to a braking force distribution control for a vehicle during direct four wheel drive mode and under the condition that the anti-skid control is inhibited, which does not operate pressure reduction control or the amount of pressure reduction.

Abstract: A system and method are provided for detecting faults in an encoder used for position feedback as part of a transfer case in an electronic-shift 4×4 vehicle. Encoder signal failures including open-circuit, short-to-ground, and short-to-power faults and encoder power line failure with open-circuit or short-to-ground fault are detected. The methodology ensures that no fault is set due to transients seen immediately after the power-set up in the system or after turning a relay off at the end of a shift. If the relays are off and an intermittent physical fault changes the encoder code, the fault flag is reset by the methodology when the fault disappears. The physical encoder faults which are transparent from the encoder code in stationary motor are detected by an intelligent recursive index-based algorithm which works when a shift is commanded.

Abstract: Provided is a braking force control apparatus for vehicles capable of performing appropriate vehicle braking even in a road-contactless state of a wheel. The braking force control apparatus is adapted to a four-wheel drive vehicle having a center differential for distributing and transmitting driving force to the front wheels and rear wheels and a braking system capable of exerting braking force on each of the front and rear wheels, based on voluntary switching between braking according to driver's brake-pedal actuation and forced braking independent of the brake-pedal actuation. It is determined whether the vehicle is in an engine brake state and it is then determined whether at least one of the wheels is in the road-contactless state.

Abstract: A co-operative control system for a vehicle having a force distribution device for distributing at least one of a driving force and a braking force between spaced apart wheels, the co-operative system having: a first control mechanism for controlling the operation of the force distribution device, an electric power steering device having a motor for applying a steering assist torque to a steering system of the vehicle, and a second control mechanism for calculating a motor control signal for driving the motor based on at least a steering torque detected by a steering torque sensor, and for inhibiting drive of the motor based on at least an actual motor detected by a current sensor and the steering torque.

Abstract: The invention concerns a drive control for motor and utility vehicles. The speeds of the wheels and the steering angle are measured by means of sensors. Driving axle slip is determined by comparing the average peripheral wheel speeds of the driven and non driven axles and by taking into account the steering geometry. Driving force and finally chassis efficiency are determined by the slip with the assistance of standard characteristic lines. The efficiencies of all-wheel drive and rear-wheel drive are compared. The drive with the higher degree of efficiency is engaged.

Abstract: A method for correcting an actual stop position of an AGV for carrying out a task while stopped along a travelling path includes the steps of: a) establishing at least one reference position as a basis for determining an actual stop position of the AGV on the travelling path; b) ascertaining the reference position where the AGV actually stops, based on image data of the actual stop position, and calculating the difference between the reference position and the actual stop position; c) ascertaining whether the difference is within an allowable limit of a predetermined reference value; and d) controlling the AGV to make the difference within the allowable limit of the reference value if the difference is not within the allowable limit.

Abstract: A semi-automated vehicle transmission includes a method of returning torque control to the driver of the vehicle. The transition from an initial current torque value to a desired torque value is accomplished in two stages. A first rate of change is utilized during a preselected time period or until the current torque value corresponds to the desired torque value. In the event that the desired torque value is not achieved during the preselected period of time, then a second rate of change is implemented. The second rate of change preferably is very aggressive relative to the first rate of change. The rate of change of the current torque value is accomplished within a window of available torque limits that progressively change with time.

Abstract: A method and apparatus involves selectively relieving the load from the rearmost wheels of a trailer to shorten the effective wheel base of the trailer. When the effective wheel base is shortened, off-tracking of the trailer during turning is reduced. The load may relieved while the trailer and vehicle are traveling at, for example, less than a first speed, with the vehicle turning at least at a first angle. The axle may be reloaded when the vehicle speed is increased to a second speed above the first speed and the vehicle is turning at an angle which is less than the first angle.

Abstract: A travel state of a vehicle is detected by a travel-state detecting device. A lateral slip angle of a vehicle body is calculated as a first lateral slip angle in a first lateral slip angle calculating device by integrating a differentiated value of lateral slip angle determined based on a non-linear four-wheel vehicle's motion model. A lateral slip angle of the vehicle body is calculated as a second lateral slip angle in a second lateral slip angle calculating device by a calculation in a linear two-wheel vehicle's motion model. One of the first and second lateral slip angles is selected alternatively in a selecting device in accordance with the travel state detected by the travel-state detecting device such that the second lateral slip angle is selected when the travel-state detecting device detects a state in which the vehicle is traveling straightforwardly at a low speed.

Abstract: A wheel module for the control of the braking force on a wheel of a vehicle with an electrically controlled braking system (EBS), in which the need for data transfer to other wheel modules, or to a central module, if present, is reduced considerably. All magnitudes required for an ABS regulation of a wheel such as, for example, vehicle reference speed, are calculated directly in the wheel module according to the invention, so that these magnitudes need not be transmitted from a central module via a data bus.

Abstract: A control system is disclosed for controlling a power takeoff (PTO) shaft of a work vehicle (e.g., a tractor). The work vehicle includes an engine and an operator station, and the PTO shaft transfers power from the engine to an implement. The control system includes a remote switch, a vehicle speed sensor, and a control circuit. The remote switch is located remotely from the operator station and provides a remote switch signal to the control circuit to engage and disengage rotational movement of the PTO shaft. The vehicle speed sensor provides a vehicle speed signal to the control circuit representative of a speed of the work vehicle. The control circuit receives the remote switch signal and the vehicle speed signal and, when the vehicle speed signal exceeds a predetermined vehicle speed, the control circuit prevents engagement and disengagement of the PTO shaft with the remote switch.

Abstract: A control system is disclosed for controlling a power takeoff (PTO) shaft of a work vehicle (e.g., a tractor). The work vehicle includes an engine and an operator station, and the PTO shaft transfers power from the engine to an implement. The control system includes a remote switch, a vehicle speed sensor, and a control circuit. The remote switch is located remotely from the operator station and provides a remote switch signal to the control circuit to engage and disengage rotational movement of the PTO shaft. The vehicle speed sensor provides a vehicle speed signal to the control circuit representative of a speed of the work vehicle. The control circuit receives the remote switch signal and the vehicle speed signal and, when the vehicle speed signal exceeds a predetermined vehicle speed, the control circuit prevents engagement and disengagement of the PTO shaft with the remote switch.