A new energy commercial vehicle power take-off control method and system

Abstract

The application discloses a new energy commercial vehicle power take-off control method and system, the method comprising: the vehicle controller obtains the power take-off working state and the driver operation information, and determines the driving power assist mode or the parking power take-off mode; the VCU controls the multi-stage mapping according to the throttle opening degree, divides the throttle opening degree into the idle speed area and the speed regulation area, linearly maps the throttle opening degree to the power take-off speed in the speed regulation area, and locks the power take-off speed to the corresponding target idle speed value according to the preset interval where the stable speed is located after the throttle is released; meanwhile, the VCU receives the steering wheel '+' and '-' switch signals, and responds to the switch signals to perform the step-by-step fine adjustment when the throttle opening degree is zero; and the idle speed value before power-off is memorized, and is automatically restored after the next power-on. The application realizes the intelligent and fine control of the power take-off in the driving power take-off and the parking power take-off two modes, and improves the working efficiency and the operation convenience of the upper-mounted equipment.

Description

Technical Field

[0001] This invention relates to the field of control technology for new energy commercial vehicles, specifically, to a power take-off control method and system for new energy commercial vehicles. Background Technology

[0002] Power take-off (PTO) is a crucial component of new energy commercial vehicles, used to drive the superstructure equipment (such as hydraulic pumps and mixing drums) of specialized vehicles like dump trucks, mixer trucks, and sanitation vehicles. Precise control of the PTO's rotational speed directly affects the working efficiency and energy consumption of the superstructure equipment. Currently, the main technical problems and shortcomings of existing solutions in PTO control for new energy commercial vehicles are as follows:

[0003] Existing power take-off (PTO) control methods have shortcomings in terms of mode adaptability, speed regulation sensitivity, ease of operation, and intelligence level, making it difficult to meet the requirements for precise PTO speed control. Specifically, these shortcomings include: ① inability to simultaneously meet the control requirements of both parking and driving PTO operating modes; ② a single speed regulation method that cannot simultaneously meet the needs of rapid adjustment and fine-tuning; and ③ a lack of learning and memorization functions for user operating habits, which affects work efficiency.

[0004] In summary, there is currently no complete intelligent power take-off control solution that can simultaneously cover both parking and driving power take-off modes, integrate both coarse throttle adjustment and fine on / off adjustment mechanisms, and have an idle speed memory function. Summary of the Invention

[0005] To address the aforementioned technical problems, the present invention aims to provide a power take-off (PTO) control method and system for new energy commercial vehicles. It proposes an adaptive judgment mechanism based on gear engagement status to automatically identify and switch between parking and driving PTO modes, meeting the needs of all operating conditions. In parking PTO mode, a multi-segment throttle-speed mapping control method enables rapid adjustment of the PTO speed. A strategy for coordinated control of the throttle and steering wheel switch clarifies throttle priority, meeting speed adjustment requirements in different scenarios. An idle speed memory function is proposed to learn user operating habits, improving operational continuity and user experience. In driving PTO mode, a gear locking and motor coordinated control strategy enables linked control of vehicle speed and PTO speed. This achieves intelligent and refined control of the PTO in both driving and parking PTO modes, improving the working efficiency and operational convenience of the superstructure equipment.

[0006] The present invention solves the above problems through the following technical solution:

[0007] A power take-off (PTO) control method for a new energy commercial vehicle includes: driving PTO mode control and parking PTO mode control;

[0008] In driving power take-off mode, the vehicle needs to simultaneously meet the dual requirements of driving and the operation of the superstructure equipment. The vehicle controller executes the following control strategies:

[0009] Gear lock: Controls the transmission to lock in a low gear to prevent automatic gear shifting during driving, which could cause fluctuations in the PTO speed.

[0010] Linkage control: By adjusting the speed of the drive motor, the speed of the power take-off (PTO) and the vehicle speed are controlled in real time. While the driver controls the vehicle speed through the accelerator pedal, the speed of the PTO changes proportionally with the speed of the motor.

[0011] Exit conditions: When the driver returns to N or P gear, the driving power take-off mode is exited and the parking power take-off mode is entered; when the power take-off switch is disconnected, the power take-off working mode is exited and the normal shifting logic of the transmission is restored.

[0012] In parking power take-off mode, the vehicle is stationary, and only needs to meet the working requirements of the superstructure equipment. The vehicle controller executes the following comprehensive control strategy:

[0013] Multi-stage throttle-speed mapping control: The vehicle controller controls the PTO speed according to the throttle pedal opening. When the throttle opening is within the preset idle speed range, the PTO speed is maintained in the basic idle speed range. When the throttle opening is greater than the maximum value of the preset idle speed range, it enters the speed adjustment range, and the throttle opening is linearly mapped from the maximum value of the preset idle speed range to 100% to the PTO speed, adjusting from the basic idle speed to the maximum operating speed.

[0014] Idle speed intelligent locking mechanism: Within the speed adjustment range, when the driver stabilizes the speed in a certain range and continues for a preset time before releasing the accelerator, the vehicle controller locks the PTO speed to the target idle speed value corresponding to that range based on the range of the stable speed before releasing the accelerator.

[0015] Fine-tuning control of steering wheel switch: The vehicle controller receives the "+" and "-" switch signals from the steering wheel. When the throttle opening is zero, the vehicle controller responds to the switch signal to perform step-by-step adjustment of the power take-off speed.

[0016] Idle speed memory function: The vehicle controller non-volatilely stores the idle speed value of the power take-off before the vehicle is powered off. When the power is turned on and the power take-off is turned on again, the system will automatically restore to the previously stored idle speed value when the driver presses the accelerator pedal for the first time and then releases it.

[0017] As a further improvement of the present invention, the method further includes:

[0018] Information Acquisition and PTO Activation: The vehicle controller acquires the PTO switch status, gear signal, accelerator pedal opening, steering wheel "+" and "-" switch signals, vehicle speed, and vehicle ON gear status information in real time; when the PTO switch is closed, the vehicle controller controls the PTO solenoid valve to close, so that the PTO enters the working state.

[0019] Adaptive judgment of working mode based on gear engagement status: After the power take-off is activated, the vehicle controller monitors whether the driver engages a gear; if the driver engages D gear, the vehicle controller determines that the current demand is driving power take-off mode; if the driver does not engage a gear and the gear remains in N or P gear, the vehicle controller determines that the current demand is parking power take-off mode.

[0020] As a further improvement of the present invention, in the multi-segment throttle-speed mapping control, the preset idle speed zone is the basic idle speed range of 800-1000 rpm when the throttle opening is in the range of 0% to 9%, and in this state, the speed remains in the basic idle speed range after the driver releases the throttle.

[0021] When the throttle opening is greater than 9% of the maximum value of the preset idle speed zone, it enters the speed regulation zone, and the throttle opening is linearly mapped to the PTO speed of 1000-3000 rpm at 9% to 100% of the maximum value of the preset idle speed zone.

[0022] As a further improvement of the present invention, in the idle gear intelligent locking mechanism, the target idle speed value is determined according to the following rules:

[0023] If the stable speed is in the range of 1000 to 1400 rpm, the speed will be locked at 1200 rpm after releasing the accelerator.

[0024] If the stable speed is in the range of 1400 to 1800 rpm, the speed will be locked at 1600 rpm after releasing the accelerator.

[0025] If the stable speed is in the range of 1800 to 2200 rpm, the speed will be locked at 2000 rpm after releasing the accelerator.

[0026] If the stable speed exceeds 2200 rpm, the speed will return to the base idle speed after releasing the accelerator.

[0027] As a further improvement of the present invention, the step-by-step adjustment in the fine-tuning control of the steering wheel switch includes:

[0028] Tap mode: When the press time is less than two preset times, the PTO speed increases or decreases by 50 rpm each time it is triggered;

[0029] Long press mode: When the press time is greater than or equal to the preset time two, the speed changes continuously at a rate of 200 rpm / s until the switch is released.

[0030] As a further improvement of the present invention, in the fine adjustment control of the steering wheel switch, the throttle control has the highest priority. When the throttle opening is greater than zero, the steering wheel increase / decrease switch signal does not respond temporarily.

[0031] Furthermore, the present invention also solves the above problems through the following technical solutions:

[0032] A power take-off (PTO) control system for a new energy commercial vehicle, used to implement the power take-off control method for a new energy commercial vehicle as described above, includes: a vehicle controller, the vehicle controller integrating transmission control functions; the vehicle controller is communicatively connected to a motor controller, a PTO switch, an accelerator pedal, a steering wheel "+" and "-" switches, a gear position sensor, and a vehicle speed sensor; the vehicle controller is electrically connected to a PTO solenoid valve, the PTO solenoid valve being connected to the PTO via an air circuit; the vehicle controller is directly electrically connected to the transmission actuator, and the motor controller is electrically connected to the drive motor.

[0033] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0034] (1) This invention automatically identifies the driving power take-off mode and the parking power take-off mode based on the gear position through the VCU, eliminating the need for manual selection by the driver, simplifying the operation process and improving ease of use. In the driving power take-off mode, the D2 gear is locked to avoid fluctuations in the power take-off speed caused by automatic gear shifting. At the same time, the linkage control of the drive motor speed achieves coordination between the power take-off speed and the vehicle speed, ensuring that the superstructure equipment maintains normal operation during driving.

[0035] (2) In the parking power take-off mode, this invention uses a dual speed control mechanism of "coarse throttle adjustment" and "fine on / off adjustment" to clearly define throttle priority, balance rapid response and fine adjustment, avoid control conflicts, and improve operational flexibility and accuracy. Furthermore, the driver only needs to adjust the speed to the desired range and release the throttle; the system automatically locks to the corresponding target idle speed value, eliminating the need to precisely maintain the throttle opening, significantly reducing the operational burden and improving the stability of the power take-off unit. The power take-off unit idle speed value is stored and restored via non-volatile memory, eliminating the need to reset it upon the next power-on, simplifying the operation process and improving the user experience. Attached Figure Description

[0036] Figure 1 This is a flowchart illustrating a power take-off control method for a new energy commercial vehicle according to the present invention.

[0037] Figure 2 This is a block diagram of a power take-off control system for a new energy commercial vehicle according to the present invention. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] Example 1:

[0040] Combined with appendix Figure 1 As shown, a power take-off (PTO) control method for a new energy commercial vehicle, executed by the vehicle control unit (VCU), includes the following steps:

[0041] Step S1: Obtain information and activate the power take-off;

[0042] The VCU acquires real-time information such as the PTO switch status, gear position signal, accelerator pedal opening, steering wheel "+" and "-" switch signals, vehicle speed, and the vehicle's ON position. When the driver closes the PTO switch, the VCU controls the PTO solenoid valve to close, and the PTO enters the working state.

[0043] Step S2: Adaptive judgment of the working mode based on the gear shift status;

[0044] After the power take-off is activated, the VCU monitors whether the driver engages a gear shift:

[0045] If the driver engages D (drive), the VCU determines that the current demand is for driving power take-off mode and proceeds to step S3;

[0046] If the driver does not engage a gear (keeping the gear in N or P), the VCU determines that the current demand is for parking power take-off mode and proceeds to step S4.

[0047] Step S3: Control of driving power take-off mode;

[0048] In driving power take-off mode, the vehicle must simultaneously meet the dual requirements of driving and the operation of the superstructure equipment. The VCU executes the following control strategies:

[0049] Gear lock: Controls the transmission to lock in D2 gear (low gear) to prevent automatic gear shifting during driving, which could cause fluctuations in the PTO speed.

[0050] Linkage control: By adjusting the drive motor speed, the power take-off (PTO) speed and vehicle speed are controlled in real time in a coordinated manner. While the driver controls the vehicle speed through the accelerator pedal, the PTO speed changes proportionally with the motor speed, ensuring that the superstructure equipment maintains normal operation during driving;

[0051] Exit conditions: When the driver returns to N or P gear, the driving PTO mode is exited and the parking PTO mode is entered. When the PTO switch is disconnected, the PTO operating mode is exited and the normal gear shifting logic of the transmission is restored.

[0052] Step S4: Parking power take-off mode control;

[0053] In parking power take-off mode, the vehicle is stationary and only needs to meet the operational requirements of the superstructure equipment. The VCU executes the following comprehensive control strategy:

[0054] 4.1 Multi-stage throttle-speed mapping control;

[0055] The VCU controls the PTO speed based on the accelerator pedal opening, and the specific mapping strategy is as follows:

[0056] Idle speed range: When the throttle opening is within the preset idle speed range of 0% to 9%, the PTO speed is maintained within the basic idle speed range (800 to 1000 rpm). In this state, after the driver releases the throttle, the speed remains at the basic idle speed (e.g., 800 rpm).

[0057] Speed ​​adjustment zone: When the throttle opening is greater than 9% of the maximum value of the preset idle speed zone, the speed adjustment zone is entered, and the throttle opening of 9%~100% is linearly mapped to the power take-off speed of 1000~3000rpm.

[0058] 4.2 Intelligent locking mechanism for idle gear;

[0059] Within the speed regulation range, when the driver stabilizes the engine speed within a certain range for a preset time (e.g., 2 seconds) and then releases the accelerator, the VCU locks the power take-off speed to the target idle speed value corresponding to that range, based on the range of the stable engine speed before release.

[0060] If the stable speed is in the range of 1000~1400rpm, the speed will be locked at 1200rpm after releasing the accelerator.

[0061] If the stable speed is in the range of 1400~1800rpm, the speed will be locked at 1600rpm after releasing the accelerator.

[0062] If the stable speed is in the range of 1800~2200rpm, the speed will be locked at 2000rpm after releasing the accelerator.

[0063] If the stable engine speed exceeds 2200 rpm, release the accelerator and the engine speed will drop back to the base idle speed (800 rpm) to avoid the energy consumption and safety risks caused by excessively high idle speed.

[0064] The driver only needs to adjust the speed to the desired operating range by pressing the accelerator and then release it. The system will automatically lock to the corresponding idle speed, without the need to precisely maintain the accelerator opening.

[0065] 4.3 Fine-tuning control via steering wheel switch;

[0066] The VCU simultaneously receives "+" and "-" switch signals from the steering wheel (using the same set of switches as the cruise control function, distinguished by pattern recognition). When the throttle opening is 0, the VCU responds to the switch signal to perform step-by-step adjustments to the power take-off speed:

[0067] Tap mode (press time < preset time 1s): Each time it is triggered, the PTO speed increases or decreases by 50 rpm;

[0068] Long press mode (press time ≥ preset time 1s): The speed changes continuously at a rate of 200rpm / s until the switch is released.

[0069] Priority design: Throttle control has the highest priority; when the throttle opening is greater than 0, the switch signal will not respond. This design clearly defines the control priority, avoids control conflicts when the throttle and switch are operated simultaneously, and meets the speed adjustment needs in different scenarios (coarse throttle adjustment + fine switch adjustment).

[0070] 4.4 Idle speed memory function;

[0071] The VCU non-volatilely stores the PTO idle speed value before the vehicle is powered off. The next time the power is turned on and the PTO is activated, the system automatically restores to the previously stored idle speed value when the driver first presses and releases the accelerator pedal, without needing to reset it.

[0072] Step S5: Mode Exit and State Restoration;

[0073] When the driver turns off the power take-off switch, the power take-off stops working, and the VCU records the current idle speed value;

[0074] When the vehicle is powered off, the VCU writes the recorded idle speed value into a non-volatile memory.

[0075] Repeat steps S1-S4 after the next power-on.

[0076] Example 2:

[0077] Based on the above control method, the present invention also provides a power take-off control system for new energy commercial vehicles, the overall architecture of which is as follows: Figure 2As shown, the system is centered around the Vehicle Control Unit (VCU), which integrates transmission control functions (i.e., the VCU internally integrates the shift logic and drive capabilities of a traditional TCU), eliminating the need for an external, independent transmission controller. The VCU communicates with signal sources such as the Microcontroller Unit (MCU), PTO switch, accelerator pedal, steering wheel "+" and "-" switches, gear position sensor, and vehicle speed sensor via CAN bus or hardwired connections. Simultaneously, the VCU is electrically connected to the PTO solenoid valve via hardwired connection, which drives the PTO mechanical mechanism via an air circuit. The VCU is also directly electrically connected to the transmission actuators (shift motor, gear position sensor) to achieve gear locking and status monitoring. The MCU is electrically connected to the drive motor.

[0078] When the system is working, the VCU collects the PTO switch status, gear signal, throttle opening, steering wheel switch signal, vehicle speed, and vehicle ON position information in real time, and executes the following complete control logic based on the collected information:

[0079] (a) Pattern adaptive entry and recognition;

[0080] When the driver closes the PTO switch, the VCU first energizes and closes the PTO solenoid valve, putting the PTO into a ready-to-work state. Then, the VCU reads the current gear position through its built-in gear position sensor interface: if D (Drive) is detected, it automatically determines the current operating condition as driving PTO mode; if N (Neutral) or P (Parking) is detected, it determines the current operating condition as parking PTO mode. This identification process requires no additional settings from the driver, achieving seamless mode switching.

[0081] (ii) Cooperative control in driving power take-off mode;

[0082] In driving PTO mode, the VCU directly sends a gear lock command to the transmission actuator, forcing the transmission to lock in a preset low gear (such as D2) and prohibiting it from performing automatic upshifts or downshifts, thus avoiding PTO speed disturbances caused by sudden gear changes. Simultaneously, based on the accelerator pedal opening signal, the VCU dynamically adjusts the drive motor's output speed via the MCU, ensuring that vehicle speed and PTO speed change in tandem according to a fixed transmission ratio, guaranteeing stable operation of the superstructure (such as the dump truck's hydraulic pump) during driving. When the gear position sensor detects that the driver has shifted back to N or P, the VCU automatically switches to parking PTO mode; when the PTO switch is disconnected, the VCU releases the gear lock and restores the transmission's normal shifting logic.

[0083] (III) Comprehensive speed control strategy in parking power take-off mode;

[0084] In parking power take-off mode, when the vehicle is stationary, the VCU performs multi-dimensional speed control:

[0085] (1) Throttle coarse adjustment: The VCU uses piecewise linear mapping based on the throttle opening signal. When the throttle opening is in the idle speed range of 0% to 9%, the PTO speed is maintained in the basic idle speed range of 800 to 1000 rpm; when the throttle opening exceeds 9%, it enters the speed regulation range, and the opening is linearly mapped from 9% to 100% to 1000 to 3000 rpm, realizing rapid coarse adjustment.

[0086] (2) Intelligent Idle Speed ​​Locking: In the speed regulation range, if the VCU detects that the actual speed of the power take-off is stable and lasts for more than 2 seconds within a certain preset range (such as 1000~1400, 1400~1800, 1800~2200rpm), the VCU will automatically lock the speed to the target idle speed value corresponding to that range (1200, 1600, 2000rpm respectively) after the driver fully releases the accelerator (opening returns to zero). If the stable speed exceeds 2200rpm, the speed will return to the basic idle speed of 800rpm after the accelerator is released, so as to balance safety and energy consumption.

[0087] (3) Steering wheel switch fine adjustment: The VCU receives the steering wheel "+" and "-" switch signals in real time (this switch is shared with the cruise control function, and the function mode is distinguished by the internal state machine). When the throttle opening is zero, the VCU responds to the switch signal to make step-by-step fine adjustments: a single press (press time < 1s) increases / decreases by 50 rpm each time; a long press (press time ≥ 1s) changes continuously at a rate of 200 rpm / s. When the throttle opening is greater than zero, the switch signal is temporarily blocked to ensure that the throttle always has the highest control priority and avoid dual command conflicts.

[0088] (4) Idle speed memory and recovery: The VCU integrates a non-volatile memory (EEPROM). Before each vehicle power-off, the VCU writes the current PTO idle speed value (including the base idle speed and the locked target idle speeds for each gear) into the storage area. The next time the power is turned on and the PTO is activated, when the driver first presses and releases the accelerator pedal, the VCU automatically reads the previously stored idle speed value and restores it, eliminating the need for repeated setting and significantly improving the operational convenience in repetitive work scenarios.

[0089] (iv) System security and exit mechanism;

[0090] Throughout the control cycle, the VCU continuously monitors the PTO switch status. Once it detects that the switch is open, it immediately de-energizes the PTO solenoid valve, disengaging the PTO from its operating state. Simultaneously, it clears the gear lock command and restores the automatic shifting function of the transmission. When the vehicle is powered off, the VCU completes the storage of the final idle speed value and then enters sleep mode to ensure data persistence.

[0091] In summary, this system achieves adaptive switching of the power take-off unit in both driving and parking modes, combined with coarse and fine speed adjustment and user habit memory function, through centralized management of the VCU integrating the transmission control function, multi-sensor fusion perception and precise actuator drive. It has a compact structure and clear control logic, and can be widely used in various new energy special commercial vehicles, effectively improving the operating efficiency of the superstructure and the driving experience.

[0092] Although the present invention has been described herein with reference to illustrative embodiments, the above embodiments are merely preferred embodiments of the present invention, and the implementation of the present invention is not limited to the above embodiments. It should be understood that those skilled in the art can devise many other modifications and implementations, which will fall within the scope and spirit of the principles disclosed in this application.

Claims

1. A power take-off control method for a new energy commercial vehicle, characterized in that, include: Driving power take-off mode control and parking power take-off mode control; In driving power take-off mode, the vehicle needs to simultaneously meet the dual requirements of driving and the operation of the superstructure equipment. The vehicle controller executes the following control strategies: Gear lock: Controls the transmission to lock in a low gear to prevent automatic gear shifting during driving, which could cause fluctuations in the PTO speed. Linkage control: By adjusting the speed of the drive motor, the speed of the power take-off (PTO) and the vehicle speed are controlled in real time. While the driver controls the vehicle speed through the accelerator pedal, the speed of the PTO changes proportionally with the speed of the motor. Exit condition: When the driver returns to N or P gear, the driving power take-off mode is exited and the parking power take-off mode is entered. When the power take-off switch is disconnected, the power take-off working mode is exited and the normal shifting logic of the gearbox is restored. In parking power take-off mode, the vehicle is stationary, and only needs to meet the working requirements of the superstructure equipment. The vehicle controller executes the following comprehensive control strategy: Multi-stage throttle-speed mapping control: The vehicle controller controls the PTO speed according to the throttle pedal opening. When the throttle opening is within the preset idle speed range, the PTO speed is maintained in the basic idle speed range. When the throttle opening is greater than the maximum value of the preset idle speed range, it enters the speed adjustment range, and the throttle opening is linearly mapped from the maximum value of the preset idle speed range to 100% to the PTO speed, adjusting from the basic idle speed to the maximum operating speed. Idle speed intelligent locking mechanism: Within the speed adjustment range, when the driver stabilizes the speed in a certain range and continues for a preset time before releasing the accelerator, the vehicle controller locks the PTO speed to the target idle speed value corresponding to that range based on the range of the stable speed before releasing the accelerator. Fine-tuning control of steering wheel switch: The vehicle controller receives the "+" and "-" switch signals from the steering wheel. When the throttle opening is zero, the vehicle controller responds to the switch signal to perform step-by-step adjustment of the power take-off speed. Idle speed memory function: The vehicle controller non-volatilely stores the idle speed value of the power take-off before the vehicle is powered off. When the power is turned on and the power take-off is turned on again, the system will automatically restore to the previously stored idle speed value when the driver presses the accelerator pedal for the first time and then releases it.

2. The power take-off control method for a new energy commercial vehicle according to claim 1, characterized in that, The method further includes: Information Acquisition and PTO Activation: The vehicle controller acquires the PTO switch status, gear signal, accelerator pedal opening, steering wheel "+" and "-" switch signals, vehicle speed, and vehicle ON position status information in real time; when the PTO switch is closed, the vehicle controller controls the PTO solenoid valve to close, so that the PTO enters the working state. Adaptive judgment of working mode based on gear engagement status: After the power take-off is activated, the vehicle controller monitors whether the driver engages a gear; if the driver engages D gear, the vehicle controller determines that the current demand is driving power take-off mode; if the driver does not engage a gear and the gear remains in N or P gear, the vehicle controller determines that the current demand is parking power take-off mode.

3. The power take-off control method for a new energy commercial vehicle according to claim 1, characterized in that, In the multi-segment throttle-speed mapping control, the preset idle speed zone is the basic idle speed range of 800-1000 rpm when the throttle opening is in the range of 0% to 9%, and in this state, the speed remains in the basic idle speed range after the driver releases the throttle. When the throttle opening is greater than 9% of the maximum value of the preset idle speed zone, it enters the speed regulation zone, and the throttle opening is linearly mapped to the PTO speed of 1000-3000 rpm at 9% to 100% of the maximum value of the preset idle speed zone.

4. The power take-off control method for a new energy commercial vehicle according to claim 3, characterized in that, In the aforementioned idle gear intelligent locking mechanism, the target idle speed value is determined according to the following rules: If the stable speed is in the range of 1000 to 1400 rpm, the speed will be locked at 1200 rpm after releasing the accelerator. If the stable speed is in the range of 1400 to 1800 rpm, the speed will be locked at 1600 rpm after releasing the accelerator. If the stable speed is in the range of 1800 to 2200 rpm, the speed will be locked at 2000 rpm after releasing the accelerator. If the stable speed exceeds 2200 rpm, the speed will return to the base idle speed after releasing the accelerator.

5. The power take-off control method for a new energy commercial vehicle according to claim 3, characterized in that, In the fine-tuning control of the steering wheel switch, the step-by-step adjustment includes: Tap mode: When the press time is less than two preset times, the PTO speed increases or decreases by 50 rpm each time it is triggered; Long press mode: When the press time is greater than or equal to the preset time two, the speed changes continuously at a rate of 200 rpm / s until the switch is released.

6. The power take-off control method for a new energy commercial vehicle according to claim 3, characterized in that, In the fine-tuning control of the steering wheel switch, the throttle control has the highest priority. When the throttle opening is greater than zero, the steering wheel increase / decrease switch signal will not respond temporarily.

7. A power take-off control system for a new energy commercial vehicle, characterized in that, A method for controlling a power take-off (PTO) in a new energy commercial vehicle as described in any one of claims 1-6 includes: a vehicle controller, which integrates a transmission control function; the vehicle controller is communicatively connected to a motor controller, a PTO switch, an accelerator pedal, a steering wheel "+" and "-" switches, a gear position sensor, and a vehicle speed sensor; the vehicle controller is electrically connected to a PTO solenoid valve, which is connected to the PTO via an air circuit; the vehicle controller is directly electrically connected to a transmission actuator, and the motor controller is electrically connected to a drive motor.

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