A commercial vehicle AMT gear control method

Abstract

The application discloses a kind of commercial vehicle AMT gear control method, wherein, including following steps, S1, after obtaining by manual trigger signal, enter no position gear control mode;S2, judge whether the power take-off is worked, if yes, execute step S4;If no, execute step S3;S3, judge vehicle demand gear, and output corresponding torque according to demand gear;S4, power take-off control is executed by transmission controller.The application can solve the problem that feedback gear control fails to hinder PTO application in high magnetic environment.

Description

Technical Field

[0001] This invention relates to the field of AMT transmission technology for electric commercial vehicles, and particularly to a method for controlling the gear positions and power take-off of an AMT transmission for commercial vehicles. Background Technology

[0002] Currently, most AMT transmission gear control methods employ position feedback closed-loop control of the gear selection mechanism to achieve fast and precise gear shifting. However, in complex environments such as high magnetic fields, the analog signal acquisition of the gear selection mechanism's position is distorted by interference, leading to incorrect gear status feedback from the controller. Furthermore, closed-loop control of the gear selection mechanism based on position feedback is not possible, resulting in poor vehicle environment adaptability. Because PTO (Power Take-Off) engagement / disengagement and different power take-off conditions during parking and driving involve gear control, it further complicates the use of PTO in complex conditions such as high magnetic fields. Generally, the gear control requirements for these conditions are met by modifying the transmission's mechanical structure and adding an additional neutral limit device. However, changing the mechanical structure affects the overall vehicle mechanical layout, and the additional limit device significantly increases the cost of solving the problem, hindering the platform-based promotion of different transmission structures across multiple models.

[0003] In summary, how to solve the problem of feedback gear control failure hindering PTO applications in high magnetic environments is one of the important issues that urgently need to be addressed in this field. Summary of the Invention

[0004] The purpose of this invention is to provide a gear control method for commercial vehicle AMT to overcome the shortcomings of the prior art. It can solve the problem of gear control failure in high magnetic environment hindering PTO application.

[0005] This invention provides a method for controlling the gear position of an automated manual transmission (AMT) in a commercial vehicle, comprising the following steps:

[0006] S1, after receiving a signal triggered manually, enters the positionless gear control mode;

[0007] S2, determine if the power take-off is working. If yes, proceed to step S4; otherwise, proceed to step S3.

[0008] S3 determines the required gear for the vehicle and outputs the corresponding torque based on the required gear.

[0009] S4, the power take-off control is performed by the transmission controller.

[0010] In the commercial vehicle AMT gear control method described above, optionally, step S3 is to obtain the required gear of the vehicle and control the torque output in a direct drive manner according to the required gear of the vehicle.

[0011] When the required gear for the vehicle is D, torque is output in the first direction;

[0012] When the required gear for the vehicle is N gear, the control torque is zero;

[0013] When the vehicle requires the reverse gear (R), torque is output in the second direction, which is opposite to the first direction.

[0014] In the commercial vehicle AMT gear control method described above, optionally, step S4 includes:

[0015] S41, Determine whether a parking power take-off request has been received. If yes, proceed to step S42; otherwise, proceed to step S45.

[0016] S42, execute no-position return to neutral control;

[0017] S43, executes power take-off engagement control;

[0018] S44, execute and maintain parking power take-off and speed control until there is no parking power take-off request, then exit;

[0019] S45, depending on whether it is in gear, ends the parking power take-off.

[0020] In the commercial vehicle AMT gear control method described above, optionally, when the parking power take-off ends, step S45 includes:

[0021] S451, Determine if the gear is in the block. If yes, proceed to step S455; otherwise, proceed to step S452.

[0022] S452, Speed ​​adjustment mode;

[0023] S453, execute power take-off separation control;

[0024] S454, performs positionless gear shift control;

[0025] S455, parking PTO ends.

[0026] In the commercial vehicle AMT gear control method described above, step S452 optionally includes the following steps:

[0027] S4521, Determine whether the power take-off is in speed mode. If yes, execute step S4522; otherwise, execute step S453.

[0028] S4522, decelerates at a set deceleration until the speed is lower than the set speed;

[0029] S4523, switch to torque mode and execute step S453.

[0030] In the commercial vehicle AMT gear control method described above, optionally, when power take-off is executed, step S45 includes:

[0031] S451' Determine if there is a power take-off request. If yes, proceed to step S452'. If no, proceed to step S453'.

[0032] S452' executes the driving power take-off throttle torque control;

[0033] S453', end the driving power take-off.

[0034] In the commercial vehicle AMT gear control method described above, step S452' optionally includes the following steps:

[0035] S4521' Determine whether the power take-off is in neutral before engaging; if yes, proceed to step S4523'; if no, proceed to step S4522'.

[0036] S4522', executes no-position return to neutral control;

[0037] S4523' Determine whether the power take-off is engaged. If yes, proceed to step S4525'. If no, proceed to step S4524'.

[0038] S4524', executes power take-off engagement control;

[0039] S4525', Determine if it is in the block; if yes, proceed to step S4527'; otherwise, proceed to step S4526'.

[0040] S4526', performs positionless gear shift control;

[0041] S4527' executes the driving power take-off throttle torque control.

[0042] In the commercial vehicle AMT gear control method described above, optionally, S453' includes:

[0043] S4531' Determine whether the PTO is in neutral before disengaging; if yes, proceed to step S4533'; if no, proceed to step S4532'.

[0044] S4532', executes no-position return to neutral control;

[0045] S4533', Determine whether the power take-off has been disengaged; if yes, proceed to step S4535'; if no, proceed to step S4534';

[0046] S4534' executes power take-off disconnection control;

[0047] S4535', Determine if it is in the gear; if yes, proceed to step S4537'; if no, proceed to step S4536';

[0048] S4536', performs positionless gear shift control;

[0049] S4537', Power Take-off for the tractor ends.

[0050] In the commercial vehicle AMT gear control method described above, optionally, the power take-off separation control includes,

[0051] Determine if the power take-off (PTO) has disengaged; if yes, exit PTO disengagement control and proceed to the next step; if no, update the disengagement jitter torque until the PTO disengages.

[0052] In the commercial vehicle AMT gear control method described above, optionally, the position-free gear shift control includes,

[0053] The gear shift assist torque and shift force are updated cyclically until the absolute value of the engine speed is greater than the set speed, then it is confirmed to be in neutral.

[0054] In the commercial vehicle AMT gear control method described above, optionally, the no-position return-to-neutral control includes,

[0055] The cycle updates are combined with the jitter torque control power take-off until feedback is engaged.

[0056] In the commercial vehicle AMT gear control method described above, optionally, the power take-off (PTO) engagement control includes,

[0057] Determine whether the power take-off is engaged, and if not engaged, cyclically update the engagement jitter torque until feedback indicates engagement has occurred.

[0058] Compared with existing technologies, this invention performs gear control based on the PTO (Power Toggle) working state under complex operating conditions, and locks the transmission in gear without action in non-PTO conditions. This avoids position feedback interference that could lead to gear feedback errors or malfunctions, and eliminates the need to control the shifting mechanism based on changes in gear requirements. In PTO conditions, it uses no position feedback to achieve forward and reverse gear control, and combines it with the PTO control process. This ingeniously solves the problem of position feedback-based gear control failure hindering PTO applications in high magnetic environments. Furthermore, without changing the transmission structure or adding external control devices, it reduces solution costs, improves the vehicle's adaptability to the environment, and enables standardized platform control across multiple AMT transmission models. Attached Figure Description

[0059] Figure 1 This is a flowchart illustrating the overall steps of the present invention;

[0060] Figure 2This is a flowchart of the parking power take-off control method proposed in this invention;

[0061] Figure 3 This is a flowchart of the steps of the vehicle power take-off control method proposed in this invention. Detailed Implementation

[0062] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0063] To address the problems mentioned in the background art, the present invention proposes the following solution:

[0064] Please refer to Figures 1 to 3 Complex operating conditions of the vehicle are identified externally. The AMT controller is enabled to respond to the gear position-free control mode by manually triggering a switch. This mode is triggered before entering the complex operating condition. After being triggered, the XY shift mechanism is controlled to engage a forward gear based on position feedback. After the gear is engaged, the use of XY position feedback to determine the gear status and control the shift mechanism is canceled, and then the vehicle is driven into the complex operating condition.

[0065] In other words, the method provided by this invention is a partial improvement to AMT gear control. Under normal operating conditions, the existing control method is used. Only when a switch is manually triggered to enable the AMT controller to respond to the gear position-free control mode, the existing control method stops, and the method proposed in this invention is used instead. Specifically, the XY shift mechanism is controlled based on position feedback to engage a forward gear. After the gear is engaged, the use of XY position feedback to determine the gear status and control the shift mechanism is canceled, and then the vehicle is driven into complex operating conditions. This avoids gear feedback errors or malfunctions caused by position feedback interference.

[0066] Specifically, please refer to Figure 1 This invention provides a method for controlling the gear position of an AMT (Automated Manual Transmission) in a commercial vehicle, comprising the following steps:

[0067] S1, after receiving a manually triggered signal, enters the positionless gear control mode. That is, this method is triggered manually, specifically through setting a knob, button, touch button, voice recognition, etc.

[0068] S2, determine if the power take-off (PTO) is working. If yes, proceed to step S4; otherwise, proceed to step S3. The purpose of this step is to determine whether the PTO needs to intervene. When the PTO is not working, i.e., in non-PTO mode, it is equivalent to direct drive. The transmission remains in gear and does not respond to shift lever requests for up or down. It only needs to output the corresponding torque according to the required gear.

[0069] S3, determine the required gear for the vehicle, output the corresponding torque according to the required gear, and repeat step S2;

[0070] Specifically, this step includes obtaining the required gear for the vehicle and controlling the torque output in a direct drive manner according to the required gear for the vehicle.

[0071] When the vehicle requires the D gear, torque is output in the first direction; at this time, the target gear and the actual gear are the same, and torque is directly output to control the vehicle.

[0072] When the required gear for the vehicle is neutral (N), the control torque is zero.

[0073] When the vehicle requires reverse gear (R), torque is output in the second direction, which is opposite to the first direction. At this time, the target gear and the actual gear are opposite; the torque is inverted and then output to control the vehicle.

[0074] S4 is controlled by the transmission controller to perform power take-off control. When the power take-off is working, that is, in PTO mode, the PTO control processing module performs driving power take-off or parking power take-off.

[0075] After completing the above steps, the AMT controller response gear no-position control mode for a single trigger switch is completed. It then enters the normal control mode, which is the existing control mode.

[0076] In PTO (Power Take-Off) mode, the control methods for driving PTO and parking PTO differ, requiring differentiation between the two in practice. In implementation, the PTO control module can make judgments based on actual conditions, such as vehicle speed or other signals.

[0077] Please refer to Figure 2 For the parking power take-off process, step S4 includes:

[0078] S41. Determine whether a parking power take-off request has been received. If yes, proceed to step S42; otherwise, proceed to step S45.

[0079] S42, execute the no-position return to neutral control. In specific implementation, the no-position return to neutral control includes updating the downshift auxiliary torque and the upshift force. Specifically, given time t0 of the drive motor, the downshift auxiliary torque T0 and the upshift force F0 of the Y mechanism are given; given time t1, the downshift auxiliary torque and the upshift force F0 of the Y mechanism are given; given time t2, the small torque T1 is given. Since the small torque T1 cannot make the drive motor rotate when in gear, it is determined that the absolute value of the drive motor speed is greater than n0 within time t2. If so, it means that the gearbox has returned to neutral. Otherwise, T0 and T1 are reversed and the above t0, t1, and t2 actions are repeated until the return to neutral is successful.

[0080] S43, execute the power take-off (PTO) engagement control. Specifically, the PTO solenoid valve is enabled, the PTO engagement jitter torque T3 is given to the drive motor at time t5, and then a negative torque -T3 is given at time t5, that is, the torque is reversed at intervals of t5. If the PTO engagement signal is detected as valid throughout the process, the torque command is set to 0, and the PTO engagement is completed.

[0081] S44 executes and maintains parking power take-off and speed control until there is no parking power take-off request, then exits. In practice, after executing step S44, it does not directly proceed to step S45, but instead monitors for parking power take-off requests. When there is no parking power take-off request, it exits. In practical applications, while maintaining parking power take-off, step S41 can be repeatedly executed. During this process, the vehicle is in neutral, the power take-off is engaged, and parking power take-off speed control is maintained. Until during a repetition of step S41, when there is no parking power take-off request, step S45 is then executed to end parking power take-off.

[0082] S45, depending on whether it is in gear, disengage the parking PTO. In practice, if it is in gear, disengage the parking PTO. If it is not in gear, adjustments to the engine speed, PTO, etc., are required before disengaging the parking PTO. That is, regardless of whether it is in gear, the parking PTO must be disengaged; however, depending on whether it is in gear, adjustments to the corresponding engine speed, PTO status, etc., are necessary.

[0083] In practical implementation, when the parking power take-off operation ends, step S45 includes:

[0084] S451, Determine if the gear is in the block. If yes, proceed to step S455; otherwise, proceed to step S452.

[0085] S452, Speed ​​adjustment mode; in specific implementation, the speed adjustment mode includes:

[0086] S4521, Determine if the power take-off (PTO) is in speed mode. If yes, proceed to step S4522; otherwise, proceed to step S453. If the PTO is in speed mode, it indicates that the PTO is operating in speed mode with constant speed control, and the power take-off request is invalid. In this case, the speed needs to be adjusted before disconnecting the PTO.

[0087] S4522 reduces speed at a set deceleration rate until the speed is lower than the set speed; for example, the motor is driven to reduce speed to 0 at a speed slope of 500n / s. Of course, in actual implementation, the speed can be reduced to 30n / s.

[0088] S4523, switch to torque mode and execute step S453.

[0089] S453, execute power take-off separation control. Power take-off separation control includes determining whether the power take-off has been separated; if yes, exit power take-off separation control and execute the next step; if no, update the separation jitter torque until the power take-off is separated.

[0090] In practice, the PTO solenoid valve is turned off, the PTO engagement jitter torque T3 is given to the drive motor for time t5, and then the negative torque -T3 is given for time t5. That is, the torque is reversed at intervals of time t5. If the PTO engagement signal is detected as invalid throughout the process, the torque command is set to 0, and the PTO disengagement is completed.

[0091] S454 executes positionless gear shift control; it cyclically updates the gear shift auxiliary torque and disengagement force. After time t4, if the absolute value of the rotational speed is less than the set speed, the gear shift is confirmed. Specifically, positionless gear shift control can be implemented as follows: given time t3 to the drive motor, the gear shift motor jitter torque T2 and the larger gear shift force F1 of the Y shift mechanism are given. Given time t4, the gear shift confirmation small torque T2 and the disengagement force 0 are given. Since the small torque T1 cannot make the drive motor rotate when in gear, the absolute value of the rotational speed is less than n1 within time t4, which indicates that the Y mechanism has shifted gears. Otherwise, T2 is reversed and the t3 and t4 actions are repeated until the gear shift is successful.

[0092] S455, parking PTO ends.

[0093] In step S45, when the power take-off of the vehicle is executed, it includes:

[0094] S451' Determine if there is a power take-off request. If yes, proceed to step S452'. If no, proceed to step S453'.

[0095] S452' executes the driving power take-off throttle torque control; specifically, different controls are performed based on the power take-off engagement / return to neutral state, the power take-off engagement state, and whether the vehicle is in gear. Specifically, this step includes the following specific steps:

[0096] S4521' Determine whether the PTO is in neutral before engaging; if yes, proceed to step S4523'; if no, proceed to step S4522'.

[0097] S4522' executes the no-position return to neutral control; specifically, it can be achieved in the following way: given the drive motor time t0, the downshift auxiliary torque T0 and the Y mechanism upshift force F0, given the drive motor time t1, the downshift auxiliary torque 0 and the Y mechanism upshift force 0, given the small torque T1 at time t2. Since the small torque T1 cannot make the drive motor rotate when in gear, it is determined that the absolute value of the motor speed is greater than n0 within time t2. If so, it means that the gearbox has returned to neutral. Otherwise, after inverting T0 and T1, the above t0, t1, t2 actions are repeated until the return to neutral is successful.

[0098] S4523' Determine if the power take-off is engaged. If yes, proceed to step S4525'. If no, proceed to step S4524'.

[0099] S4524' executes the power take-off (PTO) engagement control. Specifically, this is achieved by opening the PTO solenoid valve, providing the drive motor with a time t5 for the PTO engagement jitter torque T3, and then providing a time t5 for the negative torque -T3, i.e., torque reversal at intervals of t5. If the PTO engagement signal is detected as valid throughout the process, the torque command is set to 0, and the PTO engagement is completed.

[0100] S4525', Determine if it is in the block; if yes, proceed to step S4527'; otherwise, proceed to step S4526'.

[0101] S4526' executes positionless gear shifting control; specifically, positionless gear shifting control can be achieved in the following way: given time t3, the gear shifting motor jitter torque T2 and the Y shifting mechanism's larger gear shifting force F1 are given; given time t4, the gear shifting confirmation small torque T2 and the downshifting force 0 are given. Since the small torque T1 cannot make the drive motor rotate when in gear, the absolute value of the speed is less than n1 within time t4, which indicates that the Y mechanism has shifted gears. Otherwise, after inverting T2, the t3 and t4 actions are repeated until the gear shift is successful.

[0102] S4527' executes the driving power take-off throttle torque control.

[0103] S453', end the driving power take-off.

[0104] In practice, this step includes the following specific steps:

[0105] S4531' Determine if the PTO is in neutral before disengaging; if yes, proceed to step S4533'; if no, proceed to step S4532'. In practice, before this step, it is necessary to determine the PTO's speed and torque. If both torque and speed are 0, proceed to this step; otherwise, reduce speed and torque according to the set method. In practice, this can be done by reducing torque at a slope of 500 Nm / s and simultaneously reducing speed until both torque and speed are 0, then proceed to this step.

[0106] S4532' executes the no-position return to neutral control; specifically, it can be achieved in the following way: given the drive motor time t0, the downshift auxiliary torque T0 and the Y mechanism upshift force F0, given the drive motor time t0, the downshift auxiliary torque 0 and the Y mechanism upshift force 0, given the small torque T1 at time t2. Since the small torque T1 cannot make the drive motor rotate when in gear, it is determined that the absolute value of the motor speed is greater than n0 within time t2. If so, it means that the gearbox has returned to neutral. Otherwise, after inverting T0 and T1, the above t0, t1, t2 actions are repeated until the return to neutral is successful.

[0107] S4533', Determine whether the power take-off has been disengaged; if yes, proceed to step S4535'; if no, proceed to step S4534';

[0108] S4534' executes PTO disconnection control; specifically, it can be achieved by opening the PTO solenoid valve, giving the drive motor a time t5 for PTO engagement jitter torque T3, and then giving a time t5 for negative torque -T3, that is, torque reversal at intervals of t5. If the PTO engagement signal is detected as valid throughout the process, the torque command is set to 0, and PTO engagement is completed.

[0109] S4535', Determine if it is in the gear; if yes, proceed to step S4537'; if no, proceed to step S4536';

[0110] S4536' executes positionless gear advance control; specifically, it can be achieved in the following way: given time t3, the gear advance motor jitter torque T2 and the Y shift mechanism's larger gear advance force F1 are given; given time t4, the gear advance confirmation small torque T2 and the downshift force 0 are given. Since the small torque T1 cannot make the drive motor rotate when in gear, the absolute value of the speed is less than n1 within time t4, which means that the Y mechanism has engaged gear. Otherwise, after inverting T2, the t3 and t4 actions are repeated until the gear advance is successful.

[0111] S4537', Power Take-off for the tractor ends.

[0112] The above methods and steps enable the transmission to lock in gear and remain inactive in non-PTO conditions, thus avoiding position feedback interference that could lead to incorrect gear feedback or malfunctions, and eliminating the need to control the shifting mechanism based on changes in gear requirements. In PTO conditions, forward and reverse gear control is achieved without position feedback and is integrated with the PTO control process. This cleverly solves the problem of position feedback-based gear control failure hindering PTO applications in high magnetic environments. Furthermore, without changing the transmission structure or adding external control devices, it improves the vehicle's environmental adaptability and enables standardized platform control across multiple AMT transmission models, thereby reducing costs.

[0113] It should be noted that in this application, the control of returning to neutral without position, the control of disengaging the power take-off, the control of shifting gears without position, the control of returning to neutral without position, the control of engaging the power take-off, and the control of shifting gears without position can all refer to the specific steps in the corresponding sections.

[0114] It should be understood that the various techniques described herein can be implemented in combination with hardware or software, or a combination thereof. Thus, the methods and apparatus of the present invention, or certain aspects or portions thereof, can take the form of program code (i.e., instructions) embedded in a tangible medium, such as a floppy disk, CD-ROM, hard disk, or any other machine-readable storage medium, wherein when the program is loaded into and executed by a machine such as a computer, that machine becomes an apparatus for practicing the present invention.

[0115] When the program code is executed on a programmable computer, the computing device generally includes a processor, a processor-readable storage medium (including volatile and non-volatile memory and / or storage elements), at least one input device, and at least one output device. The memory is configured to store program code; the processor is configured to execute various methods of the present invention according to instructions in the program code stored in the memory.

[0116] By way of example, and not limitation, computer-readable media include computer storage media and communication media. Computer storage media stores information such as computer-readable instructions, data structures, program modules, or other data. Communication media generally embodies computer-readable instructions, data structures, program modules, or other data in the form of modulated data signals such as carrier waves or other transmission mechanisms, and includes any information delivery medium. Any combination of the above is also included within the scope of computer-readable media.

[0117] It should be understood that, in order to simplify the invention and aid in understanding one or more of the various aspects of the invention, features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof in the above description of exemplary embodiments of the invention. However, this approach should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single embodiment of the foregoing invention. Therefore, the claims following the detailed description are hereby expressly incorporated into this detailed description, wherein each claim itself is a separate embodiment of the invention.

[0118] Those skilled in the art will understand that modules, units, or components of the devices in the examples of this invention can be arranged in the devices described in this embodiment, or alternatively, can be located in one or more devices different from the devices in this example. The modules in the foregoing examples can be combined into a single module or, in addition, can be divided into multiple sub-modules.

[0119] Those skilled in the art will understand that modules in the device of the embodiments can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiments can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components. Except where at least some of such features and / or processes or units are mutually exclusive, any combination can be used to combine all features of the invention in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or device of such invention. Unless expressly stated otherwise, each feature of the invention in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0120] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features but not others included in other embodiments, combinations of features from different embodiments are intended to be within the scope of the invention and form different embodiments. For example, in the following claims, any of the claimed embodiments can be used in any combination.

[0121] Furthermore, some of the embodiments described herein are methods or combinations of method elements that can be implemented by a processor of a computer system or by other means of performing the functions. Therefore, a processor having the necessary instructions for implementing the methods or method elements forms means for implementing the methods or method elements. Furthermore, the elements described herein in the apparatus embodiments are examples of means for implementing the functions performed by elements for the purposes of carrying out the invention.

[0122] As used herein, unless otherwise specified, the use of ordinal numbers such as “first,” “second,” “third,” etc., to describe ordinary objects merely indicates different instances of similar objects and is not intended to imply that the objects being described must have a given order in time, space, ordering, or any other manner.

[0123] Although the invention has been described with reference to a limited number of embodiments, those skilled in the art will understand from the foregoing description that other embodiments are conceivable within the scope of the invention described herein. Furthermore, it should be noted that the language used in this specification has been chosen primarily for readability and edibility purposes, and not for the purpose of interpreting or limiting the subject matter of the invention. Therefore, many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the appended claims. The invention described herein is illustrative and not restrictive, and its scope is defined by the appended claims.

Claims

1. A commercial vehicle AMT gear control method, characterized by: The method comprises the following steps, S1, entering the no-position gear control mode after obtaining the signal triggered manually; S2, judging whether the power take-off is working, if yes, executing step S4; if no, executing step S3; S3, judging the required gear of the vehicle, and outputting the corresponding torque according to the required gear; S4, executing the power take-off control by the transmission controller; Step S4 comprises, S41, judging whether the parking power take-off request is obtained, if yes, executing step S42; if no, executing step S45; S42, executing the no-position return neutral control; The no-position return neutral control comprises: giving the driving motor a t0 time reverse auxiliary torque T0 and a Y mechanism gear pulling force F0, giving the driving motor a t1 time reverse auxiliary torque 0 and a Y mechanism gear pulling force 0, giving the driving motor a t2 time small torque T1, and because the small torque T1 cannot make the driving motor rotate when the gear is engaged, if the absolute value of the driving motor speed is greater than n0 within the t2 time, it is indicated that the transmission has returned to the neutral gear, otherwise, T0 and T1 are reversed and the above t0, t1 and t2 actions are repeated until the reverse neutral gear is successfully returned; S43, executing the power take-off coupling control; the power take-off coupling control comprises: opening the power take-off electromagnetic valve, giving the driving motor a t5 time power take-off coupling jitter torque T3, and then giving the driving motor a t5 time negative torque -T3, that is, the torque is reversed at intervals of t5 time, if the power take-off coupling signal is detected to be valid throughout the whole process, the torque command is set to 0, and the power take-off coupling is completed; S44, executing and maintaining the parking power take-off and speed control until the parking power take-off request is exited; S45, ending the parking power take-off according to whether the gear is engaged; When the parking power take-off is executed, step S45 comprises, S451, judging whether the gear is engaged, if yes, executing step S455; if no, executing step S452; S452, adjusting the speed mode; S453, executing the power take-off separation control; S454, executing the no-position gear engagement control; the no-position gear engagement control comprises: giving the driving motor a t3 time gear engagement motor jitter torque T2 and a Y gear mechanism large gear pulling force F1, and giving the driving motor a t4 time gear engagement confirmation small torque T2 and a reverse gear force 0, because the small torque T1 cannot make the driving motor rotate when the gear is engaged, if the absolute value of the speed is less than n1 within the t4 time, it is indicated that the Y mechanism has engaged the gear, otherwise, T2 is reversed and the t3 and t4 actions are repeated until the gear engagement is successful; S455, ending the parking power take-off; Step S452 comprises the following steps: S4521, judging whether the power take-off is in the speed mode, if yes, executing step S4522, if no, executing step S453; S4522, reducing the speed at a set deceleration until the speed is lower than a set speed; S4523, switching to the torque mode, and executing step S453. Step S3 is to obtain the required gear of the vehicle, and control the torque output in a direct drive manner according to the required gear of the vehicle; When the required gear of the vehicle is D gear, the torque is output in a first direction; 2. The commercial vehicle AMT gear control method of claim 1, characterized by: When the required gear of the vehicle is N gear, the torque is controlled to be zero; When the required gear of the vehicle is R gear, the torque is output in a second direction, and the first direction is opposite to the second direction. When the driving power take-off is executed, step S45 comprises: ​ 3. The commercial vehicle AMT gear control method of claim 1, characterized by: ​ S451', determine whether there is a running power take-off request, if yes, execute step S452', if no, execute step S453'; S452', execute running power take-off throttle torque control; S453', end running power take-off.

4. The commercial vehicle AMT gear control method of claim 3, characterized by: Step S452' includes the following steps: S4521', determine whether the power take-off is engaged before returning to neutral; if yes, execute step S4523', if no, execute step S4522'; S4522', execute positionless neutral control; S4523', determine whether the power take-off is engaged; if yes, execute step S4525'; if no, execute step S4524'; S4524', execute power take-off engagement control; S4525', determine whether the power take-off is in gear; if yes, execute step S4527'; if yes, execute step S4526'; S4526', execute positionless gear control; S4527', execute running power take-off throttle torque control.

5. The commercial vehicle AMT gear control method of claim 4, characterized by: S453' includes: S4531', determine whether the power take-off is engaged before returning to neutral; if yes, execute step S4533'; if no, execute step S4532'; S4532', execute positionless neutral control; S4533', determine whether the power take-off is disengaged; if yes, execute step S4535'; if no, execute step S4534'; S4534', execute power take-off disengagement control; S4535', determine whether the power take-off is in gear; if yes, execute step S4537'; if no, execute step S4536'; S4536', execute positionless gear control; S4537', end running power take-off.

6. The commercial vehicle AMT gear control method of claim 4, characterized by: The power take-off disengagement control includes, determine whether the power take-off is disengaged; if yes, exit the power take-off disengagement control and execute the next step; if no, update the disengagement dither torque until the power take-off is disengaged.

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