Power takeoff system without power interruption and control method

Abstract

The invention relates to the technical field of power takeoff devices, in particular to a power takeoff device system without power interruption and a control method.The power takeoff device system without power interruption comprises a power takeoff device auxiliary control unit used for obtaining the clutch state, the power takeoff device state and the engine state and a power takeoff device auxiliary driving unit in signal connection with the power takeoff device auxiliary control unit; the power takeoff auxiliary control unit is further used for obtaining the state of the power takeoff auxiliary driving unit, and the power takeoff auxiliary driving unit is in transmission connection with the power By adding the power takeoff auxiliary control unit and the power takeoff auxiliary driving unit, the power takeoff can be driven when power is interrupted in combination with the clutch state and the power takeoff state, and the power takeoff auxiliary driving unit can be used for driving the power takeoff when power is insufficient in combination with the engine state. The problem that an external output device cannot operate normally due to the fact that the power takeoff has no power interruption is solved, the stability and reliability of the power takeoff are improved, the overall structure is simple, modification is easy, cost is low, and the actual operation requirement is met.

Description

Technical Field

[0001] This invention relates to the field of power take-off (PTO) technology, and specifically to a power take-off system and control method that does not experience power interruption. Background Technology

[0002] Many commercial vehicles are now equipped with power take-offs (PTOs), such as dump trucks, fire trucks, cement mixer trucks, water sprinkler trucks, refrigerated trucks, oil tankers, aerial work platforms, sanitation vehicles, and concrete mixer trucks. The stable operation of PTOs ensures the reliable operation of commercial vehicles.

[0003] Currently, power take-off units (PTOs) in commercial vehicles are all mounted on the transmission, including side (bottom) PTOs and rear PTOs; (Reference) Figure 1 The power take-off (PTO) input gear is mounted on the overdrive gear or auxiliary gearbox intermediate shaft of the transmission. After the clutch is engaged, the engine transmits power to the transmission through the clutch, and the transmission then transmits power to the PTO. The PTO then transmits power to devices such as the lifting pump, hydraulic pump, water pump, air compressor, and gear pump through the output shaft to realize the main functions of commercial vehicles.

[0004] However, under certain operating conditions, such as when the vehicle is stationary and the clutch is disengaged, when the auto hold function is activated while waiting at a traffic light, when the engine stalls during emergency braking, or when the engine fails and the vehicle is stationary and waiting, the transmission cannot obtain power from the engine through the clutch, which will cause the power take-off to be interrupted. Or, when the vehicle is heavily loaded and climbing a hill, the power is only enough to transmit the vehicle to the drive shaft, so the functions of external output devices such as the lifting pump, hydraulic pump, water pump, air compressor, and gear pump cannot be effectively and stably realized. Therefore, the power take-off has low reliability and the power take-off function cannot meet the requirements. Summary of the Invention

[0005] The purpose of this invention is to provide a power take-off system and control method with no power interruption, thereby solving the technical problem of low reliability of existing power take-offs.

[0006] The solution of the present invention to the above-mentioned technical problems is as follows: A power take-off (PTO) system without power interruption includes a PTO auxiliary control unit for acquiring clutch status, PTO status, and engine status, and a PTO auxiliary drive unit signal-connected to the PTO auxiliary control unit. The PTO auxiliary control unit is also used to acquire the status of the PTO auxiliary drive unit, and the PTO auxiliary drive unit is drive-connected to the PTO.

[0007] Further defined, the power take-off auxiliary drive unit includes a power take-off battery, a power take-off electronic control unit, and a power take-off motor. The power take-off auxiliary control unit is signal-connected to the power take-off motor through the power take-off electronic control unit. The power take-off auxiliary control unit is connected to the power take-off battery to obtain the power of the power take-off battery. The power take-off motor is drive-connected to the power take-off unit.

[0008] Further specified, the power take-off auxiliary control unit includes a VCU, a clutch displacement sensor, a power take-off speed sensor, and a power take-off switch; The VCU obtains the clutch gear position through the clutch displacement sensor and the PTO speed through the PTO speed sensor. The VCU is used to control the transmission connection between the PTO and the gearbox and / or control the transmission connection between the PTO motor and the PTO. The VCU is used to obtain the power of the PTO battery. The PTO switch is used to control the connection or disconnection of the PTO from the gearbox.

[0009] Furthermore, the VCU is also used to control the connection or disconnection of the power take-off unit with the external output device.

[0010] Furthermore, the power take-off system without power interruption also includes a display unit, which is connected to the VCU signal.

[0011] A power take-off (PTO) control method without power interruption, based on the aforementioned power take-off system without power interruption, includes the following steps: The VCU determines whether the power take-off switch is turned on. If not, it monitors the power take-off battery charge. If so, it performs the second auxiliary start-up judgment. The second auxiliary startup determination includes the following steps: The VCU determines whether the clutch is disengaged using the clutch displacement sensor. If not, it performs a power take-off action; if so, it performs auxiliary drive. The determination of the force-taking action includes the following steps: The VCU obtains the PTO speed through the PTO speed sensor and determines whether the PTO speed is 0. If it is, the auxiliary drive is executed; otherwise, the VCU remains silent. The auxiliary driver includes the following steps: VCU controls the connection between the power take-off motor and the power take-off drive; The VCU controls the power take-off motor to drive the power take-off battery.

[0012] Further specifying, if the VCU determines that the power take-off switch is open, the first auxiliary start determination is performed before the second auxiliary start determination: The VCU determines whether the sum of the vehicle's power demand and the PTO's power demand exceeds the engine's maximum power. If not, it executes the second auxiliary start judgment; if so, it executes auxiliary drive.

[0013] Furthermore, the power take-off control method without power interruption also includes the following steps: The VCU determines whether the power take-off battery level is lower than the preset charging value. If not, it remains silent; if so, it performs the power take-off charging judgment. The power-charging determination includes the following steps: The VCU determines whether the power take-off switch is on. If it is, it re-executes the power take-off charging judgment at a set interval. If not, the VCU obtains the power take-off speed through the power take-off speed sensor and determines whether the power take-off speed is 0. If it is, it executes power take-off charging. If not, it re-executes the power take-off charging judgment at a set interval. The power-harvesting charging process includes the following steps: VCU controls the power take-off unit to disconnect from the external output device; VCU controls the power take-off unit and the transmission connection; The VCU controls the connection between the power take-off motor and the power take-off unit.

[0014] Further specifying, when the VCU determines that the power take-off switch is open, the following steps are performed before the first auxiliary start determination: The VCU determines whether the power take-off (PTO) is connected to the external output device. If yes, it performs the first auxiliary start judgment; otherwise, the VCU controls the PTO to connect to the external output device. The VCU determines whether the power take-off (PTO) is connected to the transmission. If yes, it performs the first auxiliary start judgment; otherwise, the VCU controls the PTO to connect to the transmission.

[0015] Furthermore, the VCU is used to provide corresponding reminders when performing auxiliary driving and power take-off charging, respectively.

[0016] The beneficial effects of this invention are as follows: This invention adds a power take-off (PTO) auxiliary control unit and a PTO auxiliary drive unit to the existing PTO transmission system. It can drive the PTO when power is interrupted by combining the clutch and PTO status, and drive the PTO using the auxiliary drive unit when power is insufficient by combining the engine status. This solves the problem of external output devices malfunctioning due to power interruption of the PTO, improving the stability and reliability of the PTO. The overall structure is simple, easy to modify, and low in cost, meeting practical operational needs. Simultaneously, it can provide reminders and displays regarding the PTO's operation, charging, and battery level via the auxiliary drive unit, allowing operators to understand the current working status in real time and improving operational safety. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the power take-off system with no power interruption according to the present invention; Figure 2 This is a schematic diagram of the power take-off control method for power take-off without power interruption according to the present invention.

[0018] In the diagram, 10-first transmission; 11-VCU; 12-clutch displacement sensor; 13-power take-off speed sensor; 14-power take-off switch; 20-second transmission; 21-power take-off battery; 22-power take-off electronic control; 23-power take-off motor; 30-engine; 40-clutch; 50-gearbox; 60-drive shaft; 70-power take-off; 80-external output device; 90-display unit. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0020] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0021] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0022] In the description of the embodiments of the present invention, it should be noted that if terms such as "upper," "lower," "horizontal," or "inner" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of the invention is in use, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, terms such as "first" and "second" are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0023] refer to Figure 1 The existing power take-off system includes an engine 30, a clutch 40, a gearbox 50, a drive shaft 60, and a power take-off unit 70. During vehicle operation, the engine 30 transmits power to the rear axle sequentially through the clutch 40, the gearbox 50, and the drive shaft 60.

[0024] The power take-off (PTO) 70 is mounted on the gearbox 50. When it is necessary to start the PTO 70 to drive the external output device 80, the PTO 70 is connected to the gearbox 50 in a transmission, and the rotation of the gearbox 50 drives the PTO 70.

[0025] However, when the automatic parking function is turned on while the vehicle is waiting at a traffic light, the power transmission between the engine 30 and the transmission 50 may be interrupted, the engine 30 may malfunction, the engine 30 may stall when the vehicle brakes suddenly, the connection between the power take-off and the transmission may fail, or the engine may not have enough power to drive the power take-off when the vehicle is climbing a hill under heavy load. As a result, the power take-off cannot operate normally, stably and reliably as required, and thus cannot meet the actual use requirements.

[0026] Example 1 refer to Figure 1 This invention provides a power take-off (PTO) system without power interruption, including a PTO auxiliary control unit and a PTO auxiliary drive unit. The PTO auxiliary control unit is signal-connected to the PTO auxiliary drive unit. When there is insufficient power or the engine 30 cannot effectively transmit power to the PTO 70, the PTO auxiliary control unit controls the PTO auxiliary drive unit to drive the PTO 70. The PTO 70 is connected to the external output device 80 through the second transmission 20, ensuring that the PTO 70 can stably and reliably meet the operation requirements.

[0027] Specifically, the power take-off auxiliary control unit is used to acquire the status of the clutch 40, the power take-off 70, and the engine 30. Based on the gear position of the clutch 40, it can determine whether the clutch 40 can transmit power to the engine 30 when the power take-off 70 needs to be activated. Based on the speed of the power take-off 70, it can determine whether the power take-off 70 is being driven normally in the existing manner when the power take-off 70 needs to be activated. It also acquires the maximum output power of the engine 30, the power required by the vehicle, and the power required when the power take-off 70 is activated, thereby determining whether the vehicle power is sufficient to drive the power take-off 70.

[0028] To further explain, the power take-off auxiliary drive unit includes a power take-off battery 21, a power take-off electronic control unit 22, and a power take-off motor 23. It is driven directly by electricity, avoiding the situation where power is output from the engine 30 again, and achieving the requirement that the power take-off 70 can continue to operate even if the engine fails.

[0029] The power take-off (PTO) auxiliary control unit is connected to the three-phase power take-off (PTO) motor 23 via the PTO electronic control unit 22. The PTO auxiliary control unit is also connected to the power take-off battery 21 to obtain power from the battery. The PTO motor 23 is connected to the PTO 70 via a drive mechanism. Optionally, the PTO motor 23 can be connected between the PTO 70 and the second drive 20. This allows the PTO motor 23 to drive the external output device 80 via the second drive 20 when the PTO 70 cannot rotate normally, and also facilitates the PTO 70 in rotating the PTO motor 23 to take power from the battery 21 when it is operating. Charging is performed; preferably, the power take-off motor 23 is connected to the power take-off unit 70 through the first transmission 10, so that the power take-off unit auxiliary control unit connects to the power take-off unit 70 to transmit power before driving the power take-off motor 23 to rotate through the power take-off electronic control 22; when the power take-off unit 70 is working normally, the power take-off motor 23 is disconnected from the power take-off unit 70 to avoid reducing the power of the power take-off unit 70. At the same time, the power take-off motor 23 can be connected to the power take-off unit 70 through the first transmission 10 to charge the power take-off battery 21 when the power take-off unit 70 is working normally, as needed.

[0030] To further explain, the power take-off auxiliary control unit includes VCU11, clutch displacement sensor 12, power take-off speed sensor 13, and power take-off switch 14.

[0031] The VCU11 obtains the gear position of the clutch 40 through the clutch displacement sensor 12, which can determine whether the clutch 40 is engaged. This makes it easier to determine whether the clutch 40 is connected to the engine 30 and transmits the power of the engine 30 when the power take-off 70 needs to be activated.

[0032] VCU11 obtains the rotational speed of PTO 70 through PTO speed sensor 13, thereby determining whether the existing PTO system can provide sufficient power when PTO 70 needs to operate. When PTO 70 needs to operate but power is not effectively transmitted, VCU11 can control PTO motor 23 to drive PTO 70 through transmission connection. In order to ensure reliable operation of PTO 70, VCU11 can preferably also control PTO 70 to disconnect from gearbox 50.

[0033] VCU11 is used to obtain the power of the power take-off battery 21. When the power take-off battery 21 needs to be charged, VCU11 is used to control the transmission connection between the power take-off unit 70 and the gearbox 50 and to control the transmission connection between the power take-off motor 23 and the power take-off unit 70. In this way, the power taken-off unit 70 can use the power obtained from the gearbox 50 to drive the power take-off motor 23 to rotate and generate electricity, and use the power take-off control unit 22 to charge the power take-off battery 21.

[0034] Preferably, VCU11 is also used to control the connection or disconnection of the power take-off 70 with the external output device 80 via the second transmission 20, so as to prevent the external output device 80 from being accidentally started when the power take-off battery 21 is charging. Therefore, VCU11 needs to disconnect the connection between the power take-off 70 and the external output device 80. When the power take-off 70 needs to be started or when charging is completed, VCU11 controls the power take-off 70 to be connected with the external output device 80 and return to the initial state.

[0035] The power take-off switch 14 serves as a switch for whether to start the power take-off 70. The VCU11 can determine whether the power take-off 70 should operate based on the state of the power take-off switch 14. When the power take-off switch 14 is open, it controls the power take-off 70 to connect with the gearbox 50. When the power take-off switch 14 is closed, it controls the power take-off 70 to disconnect from the gearbox 50, thereby realizing the drive of the power take-off 70 in the existing power take-off system.

[0036] To further explain, the power take-off system without power interruption also includes a display unit 90, which is connected to the VCU11 signal to display the power level of the power take-off battery 21, whether the power take-off battery 21 is charging, and the working status of the power take-off motor 23, so that the operator can understand the current working status.

[0037] Example 2 refer to Figure 2 Based on the power take-off system without power interruption described in Embodiment 1, this embodiment provides a power take-off control method without power interruption, including the following steps: VCU11 determines whether the power take-off switch 14 is turned on. If not, regardless of the current vehicle status, it determines that the current power take-off 70 does not need to operate, so VCU11 continues to monitor the power charge of the power take-off battery 21. If yes, it executes the second auxiliary start judgment to determine whether the current power take-off 70 needs to perform auxiliary drive.

[0038] Specifically, the second auxiliary startup judgment includes the following steps: VCU11 determines whether clutch 40 is disengaged by clutch displacement sensor 12. If not, it means that the power of engine 30 can be transmitted through clutch 40, and then the power take-off action is performed. If yes, it is determined that clutch 40 cannot transmit the power of engine 30, and then auxiliary drive needs to be performed.

[0039] The determination of force take-off action includes the following steps: To prevent power transmission failures between the transmission 50 and the power take-off (PTO) 70, the VCU11 obtains the PTO 70 speed through the PTO speed sensor 13 and determines whether the PTO 70 speed is 0. If it is, it means that the power is not accurately and reliably transmitted to the PTO 70, and then the auxiliary drive is executed; if not, it means that the PTO 70 is working normally, and the VCU11 remains silent and does not execute the auxiliary drive.

[0040] Specifically, the auxiliary driver includes the following steps: VCU11 controls the first drive 10 to drive the power take-off motor 23 to the power take-off unit 70. VCU11 controls the power take-off control 22 to drive the power take-off motor 23 to rotate through the power take-off battery 21.

[0041] To prevent insufficient power to the engine 30 when the power take-off 70 needs to start, when VCU11 determines that the power take-off switch 14 is open, the first auxiliary start judgment is executed before the second auxiliary start judgment: VCU11 determines whether the sum of the vehicle's power demand and the power demand of the PTO 70 exceeds the maximum power of the engine 30. If not, it executes the second auxiliary start judgment; if so, it executes auxiliary drive.

[0042] To further explain, the power take-off control method without power interruption also includes the following steps: VCU11 determines whether the power take-off battery 21 has a charge level lower than the preset charging value. If not, it remains silent; if so, it performs the power take-off charging judgment. To prevent the power take-off (PTO) 70 from charging while in operation and reducing the power output of the external output device 80, the PTO charging determination includes the following steps: VCU11 determines whether the power take-off switch 14 is open. If it is, it re-executes the power take-off charging judgment at a set interval. If not, VCU11 obtains the speed of the power take-off 70 through the power take-off speed sensor 13 and determines whether the speed of the power take-off 70 is 0. If it is, it executes power take-off charging. If not, it re-executes the power take-off charging judgment at a set interval. Power-charging includes the following steps: VCU11 controls the power take-off unit 70 to disconnect from the external output device 80; VCU11 controls the power take-off unit 70 and the transmission 50 for transmission; VCU11 controls the power take-off motor 23 and the power take-off unit 70 for transmission connection.

[0043] To further explain, when VCU11 determines that the power take-off switch 14 is open, the following steps are performed before the first auxiliary start determination: VCU11 determines whether the power take-off 70 is connected to the external output device 80. If yes, it performs the first auxiliary start judgment; if no, VCU11 controls the power take-off 70 to connect to the external output device 80 to avoid communication failure between the power take-off switch 14 and the second transmission 20.

[0044] VCU11 determines whether the power take-off 70 and the gearbox 50 are connected. If they are, it performs the first auxiliary start judgment. If not, VCU11 controls the power take-off 70 to connect with the gearbox 50 to avoid communication failure between the power take-off switch 14 and the gearbox 50.

[0045] To further explain, the VCU11 is used to provide corresponding reminders when performing auxiliary drive and power take-off charging, respectively. These reminders can be delivered via the display screen and / or speaker, such as reminders about battery level, charging status, and whether auxiliary drive is being performed, making it convenient for operators to understand the current working status.

[0046] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the scope of the invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0047] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can be appropriately combined to form other embodiments that can be understood by those skilled in the art. The above content is only for illustrating the technical concept of the present invention and should not be construed as limiting the scope of protection of the present invention. Any modifications made based on the technical concept proposed in this invention shall fall within the scope of protection of the claims of this invention.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A power take-off system with no power interruption, characterized in that, It includes a power take-off auxiliary control unit for acquiring the state of the clutch (40), the power take-off (70) state and the engine (30) state, and a power take-off auxiliary drive unit that is signal-connected to the power take-off auxiliary control unit. The power take-off auxiliary control unit is also used to acquire the state of the power take-off auxiliary drive unit, which is drive-connected to the power take-off (70).

2. The uninterrupted power take-off system according to claim 1, characterized in that, The power take-off auxiliary drive unit includes a power take-off battery (21), a power take-off electronic control (22), and a power take-off motor (23). The power take-off auxiliary control unit is connected to the power take-off motor (23) via the power take-off electronic control (22). The power take-off auxiliary control unit is connected to the power take-off battery (21) to obtain the power of the power take-off battery (21). The power take-off motor (23) is connected to the power take-off (70) via a drive.

3. The uninterrupted power take-off system according to claim 2, characterized in that, The power take-off auxiliary control unit includes a VCU (11), a clutch displacement sensor (12), a power take-off speed sensor (13), and a power take-off switch (14). The VCU (11) obtains the gear position of the clutch (40) through the clutch displacement sensor (12), and obtains the rotational speed of the power take-off (70) through the power take-off speed sensor (13); the VCU (11) is used to control the transmission connection between the power take-off (70) and the gearbox (50) and / or control the transmission connection between the power take-off motor (23) and the power take-off (70); the VCU (11) is used to obtain the power charge of the power take-off battery (21); the power take-off switch (14) is used to control the connection or disconnection between the power take-off (70) and the gearbox (50).

4. The uninterrupted power take-off system according to claim 3, characterized in that, The VCU (11) is also used to control the connection or disconnection of the power take-off (70) with the external output device (80).

5. The uninterrupted power take-off system according to claim 3, characterized in that, The power take-off system without power interruption also includes a display unit (90), which is signal-connected to the VCU (11).

6. A power take-off control method without power interruption, characterized in that, The power take-off system without power interruption as described in claim 4 includes the following steps: VCU (11) determines whether the power take-off switch (14) is open. If not, it monitors the power of the power take-off battery (21). If yes, it performs the second auxiliary start judgment. The second auxiliary startup determination includes the following steps: VCU (11) determines whether the clutch (40) is disengaged by clutch displacement sensor (12). If not, it performs a power take-off action; if so, it performs auxiliary drive. The determination of the force-taking action includes the following steps: VCU (11) obtains the rotational speed of the power take-off (70) through the power take-off speed sensor (13), and determines whether the rotational speed of the power take-off (70) is 0. If it is, it executes the auxiliary drive; otherwise, VCU (11) remains silent. The auxiliary driver includes the following steps: VCU (11) controls the power take-off motor (23) and the power take-off unit (70) for transmission connection; VCU (11) controls the power take-off control (22) to drive the power take-off motor (23) to rotate through the power take-off battery (21).

7. The power take-off control method without power interruption according to claim 6, characterized in that, If the VCU (11) determines that the power take-off switch (14) is open, then the first auxiliary start determination is performed before the second auxiliary start determination: VCU (11) determines whether the sum of the vehicle's power demand and the power demand of the power take-off (70) exceeds the maximum power of the engine (30). If not, it performs the second auxiliary start judgment; if so, it performs auxiliary drive.

8. The power take-off control method without power interruption according to claim 7, characterized in that, The power take-off control method without power interruption also includes the following steps: VCU (11) determines whether the power of the power take-off battery (21) is lower than the preset charging value. If not, it remains silent; if so, it performs the power take-off charging judgment. The power-charging determination includes the following steps: VCU (11) determines whether the power take-off switch (14) is open. If yes, it re-executes the power take-off charging judgment at a set interval. If no, VCU (11) obtains the power take-off (70) speed through the power take-off speed sensor (13) and determines whether the power take-off (70) speed is 0. If yes, it executes power take-off charging. If no, it re-executes the power take-off charging judgment at a set interval. The power-harvesting charging process includes the following steps: The VCU (11) controls the power take-off (70) to disconnect from the external output device (80); The VCU (11) controls the power take-off (70) and the transmission (50) to drive each other; VCU (11) controls the power take-off motor (23) and the power take-off unit (70) to drive each other.

9. The power take-off control method without power interruption according to claim 8, characterized in that, When the VCU (11) determines that the power take-off switch (14) is open, it performs the following steps before the first auxiliary start determination: VCU (11) determines whether the power take-off (70) is connected to the external output device (80). If yes, it performs the first auxiliary start judgment; if no, VCU (11) controls the power take-off (70) to connect to the external output device (80). VCU (11) determines whether the power take-off (70) and the gearbox (50) are connected. If yes, it performs the first auxiliary start judgment; if no, VCU (11) controls the power take-off (70) and the gearbox (50) to connect.

10. The power take-off control method without power interruption according to claim 8, characterized in that, The VCU (11) is used to provide corresponding reminders when performing auxiliary drive and power take-off charging, respectively.

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