SE544919C2 - Control device and method of controlling a vehicle powertrain comprising a power take-off - Google Patents

Control device and method of controlling a vehicle powertrain comprising a power take-off Download PDF

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Publication number
SE544919C2
SE544919C2 SE2051221A SE2051221A SE544919C2 SE 544919 C2 SE544919 C2 SE 544919C2 SE 2051221 A SE2051221 A SE 2051221A SE 2051221 A SE2051221 A SE 2051221A SE 544919 C2 SE544919 C2 SE 544919C2
Authority
SE
Sweden
Prior art keywords
shaft
power take
gearbox
vehicle powertrain
rotational direction
Prior art date
Application number
SE2051221A
Other languages
Swedish (sv)
Other versions
SE2051221A1 (en
Inventor
David Elfvik
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE2051221A priority Critical patent/SE544919C2/en
Priority to DE102021124260.6A priority patent/DE102021124260B4/en
Publication of SE2051221A1 publication Critical patent/SE2051221A1/en
Publication of SE544919C2 publication Critical patent/SE544919C2/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1886—Controlling power supply to auxiliary devices
    • B60W30/1888—Control of power take off [PTO]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/06—Auxiliary drives from the transmission power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Eletrric Generators (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A control device (100) and a method of controlling a vehicle powertrain (3) comprising a power takeoff (120) are provided. The vehicle powertrain comprises a first electrical machine (14), a second electrical machine (16), and a gearbox (2). The gearbox comprises a first planetary gear (10) connected to the first electrical machine and a first main shaft (34) of the gearbox, and a second planetary gear (12) connected to the second electrical machine and a second main shaft (36) of the gearbox. The first and second main shafts are connectable to an output shaft (20) of the gearbox via a layshaft (18). A power take-off shaft (122) is connected to a transmission shaft selected from the first main shaft (34), the second main shaft (36) or an input shaft (8) of the gearbox. The method comprises, in response to an input from an interface (200) relating to a desired rotational direction of the power take-off shaft (122), controlling the vehicle powertrain in an operating mode in which the transmission shaft is controlled to rotate in a rotational direction resulting in the desired rotational direction of the power take-off shaft (122).

Description

CONTROL DEVICE AND METHOD OF CONTROLLING A VEHICLE POWERTRAIN COMPRISING A POWER TAKE-OFF TECHNICAL FIELD The present disclosure relates in general to a method of controlling a vehicle powertrain comprising a power take-off. The present disclosure further relates in general to a control device configured to control a vehicle powertrain comprising a power take-off. The present disclosure further relates in general to a computer program as well as a computer-readable medium. The present disclosure further relates in general to a vehicle powertrain as well as a vehicle comprising such a vehicle powertrain.
BACKGROUND A vehicle powertrain can be used not only for the purpose of propelling a vehicle, but may also be configured power auxiliary devices via one or more power take-offs. A power take-off may for example be used to drive a pump, operating a boom, operating a mixer, operating a conveyor, or the like. Power take-offs are typically connected to the layshaft of the gearbox, whereby the layshaft drives the power take-off. With this arrangement, the power take-off may only be driven when the layshaft is rotating. A power take-off may also be connected to a combustion engine in the vehicle powertrain, whereby the combustion engine drives the power take-off. ln situations when the combustion engine is switched-off (for example in case of a hybrid vehicle being operated in electric mode), no power is transmitted to the power take-off.
Furthermore, power take-offs can generally only rotate in the rotational direction which is given by the configuration and operation of the vehicle powertrain. This may often present problems depending on the auxiliary device to be connected to the vehicle powertrain. By way of example, an auxiliary device in the form of a pump may be configured for a certain rotational direction and may therefore not be connected to the vehicle powertrain unless such rotational direction correspond to the rotational direction of the power take-off resulting from the configuration and operation of the vehicle powertrain. Similarly, in case the auxiliary device is a conveyor which should be able to be operated in two opposing directions, this conveyor may not be attached to the vehicle powertrain without complex supplemental hardware enabling the conveyor to be driven in opposite direction.
Auxiliary devices are frequently provided by third-party suppliers, and the manufacturer of the vehicle powertrain often has no knowledge of the auxiliary devices intended to be connected to the vehicle powertrain. Therefore, the manufacturer of a vehicle powertrain has very limited possibilities for adapting a vehicle powertrain to a possible auxiliary device to be connected.
EP 2514620 A1 discloses an accessory drive mechanism for a hybrid vehicle capable of operating accessories irrespective of the travel state of the vehicle. The accessory drive mechanism comprises a drive power take-off mechanism for taking out power from a travel drive system comprising an engine and a traveling motor. An accessory is connected to the travel drive system. An accessory driving motor is connected to the side of the accessory which is on the opposite side from the drive power take-off mechanism. The accessory drive mechanism is capa ble of switching between power transmitted to the accessory from the traveling motor side and power which is transmitted from the accessory motor side.
SUMMARY The object of the present invention is to improve the possibility for powering an arbitrary auxiliary device connected to a powertrain of a vehicle irrespective of driving condition of the vehicle.
The object is achieved by the su bject-matter of the appended independent claim(s). ln accordance with the present disclosure, a method of controlling a vehicle powertrain comprising a power take-off is provided. The method is performed by a control device. The vehicle powertrain comprises a first electrical machine, a second electrical machine, and a gearbox. The gearbox comprises a first planetary gear connected to a first main shaft of the gearbox, and a second planetary gear connected to the first planetary gear and a second main shaft of the gearbox. The gearbox also comprises a layshaft correcta ble to an output shaft of the gearbox, at least a first gear pair arranged between the first main shaft and the layshaft, and at least a second gear pair arranged between the second main shaft and the layshaft. The first electrical machine is connected to the first planetary gear and the second electrical machine is connected to the second planetary gear. The power take-off comprises a power take-off shaft connected to a transmission shaft of the gearbox, said transmission shaft selected from the group consisting of the first main shaft, the second main shaft, or, if present, an input shaft of the gearbox connected to the first planetary gear. The method comprises a step of, in response to an input from an interface, said input relating to a desired rotational direction of the power take-off shaft, controlling the vehicle powertrain in a first operating mode wherein, for any operational condition of the output shaft, the transmission shaft is controlled to rotate in a first rotational direction, said first rotational direction of the transmission shaft resulting in said desired rotational direction of the power take-off shaft.
By means of the present method, the rotational direction of a power take-off shaft may be locked to a rotational direction desired, or even required, for powering an auxiliary device connected thereto. This is achieved by locking the rotational direction of the transmission shaft to which the power take- off shaft is connected to irrespectively of the driving condition of the vehicle powertrain, which is directly or indirectly given by the operational condition of the output shaft of the gearbox. The ability to lock the rotational direction of said transmission shaft for any operational condition of the output shaft is a result of the configuration of the vehicle powertrain.
Furthermore, since the rotational direction of the power take-off shaft can be selected as desired, no additional hardware is needed for enabling a connection of an auxiliary device requiring a certain rotational direction of the power take-off shaft. This in turn reduces complexity and costs for a supplier of an auxiliary device to be connected to the vehicle powertrain and/or an owner of the vehicle.
The step of controlling the vehicle powertrain in a first operating mode may be performed in response to a determination that a power consumer is connected to the power take-off shaft. Thereby, the vehicle powertrain needs only to be controlled in the first operating mode in which the transmission shaft to which the power take-off shaft is connected is locked to a certain rotational direction in situations where there might be a need thereof. ln other situations, the vehicle powertrain may be controlled for every situation as originally intended by the manufacturer of the vehicle powertrain without any limitations as to the rotational direction of the transmission shaft to which the power take-off shaft is connected.
The interface may be a human-machine interface. Thereby, a human, such as an authorized personnel, an owner or a driver of the vehicle, may be allowed to specify the desired rotational direction of the power take-off shaft.
The method may further comprise a step of, in response to a request from said interface for change of rotational direction of the power take-off shaft, controlling the vehicle powertrain in a second operating mode wherein, for any operational condition of the output shaft, the transmission shaft is controlled to rotate in a second rotational direction opposite the first rotational direction. Thereby, a possibility for change of rotational direction of the power take-off shaft is provided in case such a change is desired for example by a driver of the vehicle.
The step of controlling the vehicle powertrain in the first operating mode is performed during an operating condition of the vehicle powertrain at which torque is transferred to, or from, the output shaft. ln other words, the method may be performed while the vehicle is in a travelling state as well as at standstill. This further improves the ability to power an arbitrary auxiliary device by the vehicle powertrain since this is not limited to for example a situation at which no propelling torque needs to be transferred to the output shaft, which is sometimes the case in conventional hybrid powertrains.
The present disclosure further relates to a computer program comprising instructions which, when executed by a control device, cause the control device to carry out the method as described above.
The present disclosure further relates to a computer-readable medium comprising instructions which, when executed by a control device, cause the control device to carry out the method as described above.
Moreover, in accordance with the present disclosure, a control device configured to control a vehicle powertrain comprising a power take-off is provided. The vehicle powertrain comprises a first electrical machine, a second electrical machine, and a gearbox. The gearbox comprises a first planetary gear connected to a first main shaft of the gearbox, and a second planetary gear connected to the first planetary gear and a second main shaft of the gearbox. The gearbox further comprises a layshaft correcta ble to an output shaft of the gearbox, at least a first gear pair arranged between the first main shaft and the layshaft, and at least a second gear pair arranged between the second main shaft and the layshaft. The first electrical machine is connected to the first planetary gear and the second electrical machine is connected to the second planetary gear. The power take-off comprises a power take-off shaft connected to a transmission shaft of the gearbox, said transmission shaft selected from the group consisting of the first main shaft, the second main shaft, or, if present, an input shaft of the gearbox connected to the first planetary gear. The control device comprises an interface configured to allow selection of a desired rotational direction of the power take-off shaft. The control device is configured to, in response to an input from said interface, controlling the vehicle powertrain in a first operating mode wherein, for any operational condition of the output shaft, the transmission shaft is controlled to rotate in a first rotational direction, said first rotational direction of the transmission resulting in said desired rotational direction of the power take-off shaft.
The control device has the same advantages as described above with regard to the corresponding method of controlling a vehicle powertrain comprising a power take-off.
The control device may further be configured to control the vehicle powertrain in said first operating mode in response to a determination that a power consumer is connected to the power take-off shaft.
The interface of the control device may be a human-machine interface.
The control device may further be configured to, in response to a request from said interface for a change of rotational direction of the power take-off shaft, controlling the vehicle powertrain in a second operating mode wherein, for any operational condition of the output shaft, the transmission shaft is controlled to rotate in a second rotational direction opposite the first rotational direction. The control device may be configured to control the vehicle powertrain in the first operating mode during an operating condition of the vehicle powertrain at which torque is transferred to, or from, the output shaft.
Furthermore, in accordance with the present disclosure, a vehicle powertrain comprising the control device as described above is provided.
The present disclosure also relates to a vehicle comprising the vehicle powertrain described above.
The vehicle may be a heavy vehicle, such as a truck or a bus.
BRIEF DESCRIPTION OF DRAWINGS Fig. 1 schematically illustrates a side view of one example of a vehicle, Fig. 2 schematically illustrates a first exemplifying embodiment of a vehicle powertrain comprising a power take-off, Fig. 3 schematically illustrates a second exemplifying embodiment of a vehicle powertrain comprising a power take-off, Fig. 4 represents a flowchart schematically illustrating a method for controlling a vehicle powertrain in accordance with an exemplifying embodiment, Fig. 5 schematically illustrates a device that may constitute, comprise or be a part of a control device configured to control a vehicle powertrain comprising a power take-off.
DETAILED DESCRIPTION The invention will be described in more detail below with reference to exemplifying embodiments and the accompanying drawings. The invention is however not limited to the exemplifying embodiments discussed and/or shown in the drawings, but may be varied within the scope of the appended claims. Furthermore, the drawings shall not be considered drawn to scale as some features may be exaggerated in order to more clearly illustrate the invention or features thereof. ln accordance with the present disclosure, a method of controlling a vehicle powertrain comprising a power take-off is provided. The vehicle powertrain comprises a first electrical machine, a second electrical machine, and a gearbox. The gearbox comprises a first planetary gear connected to a first main shaft of the gearbox. The gearbox may optionally comprise an input shaft connected to the first planetary gear. Said input shaft may be connecta ble to a possible combustion engine of the vehicle powertrain. The vehicle powertrain may however be a fully electric vehicle powertrain in which case no combustion engine is present.
The gearbox further comprises a second planetary gear connected to the first planetary gear and a second main shaft of the gearbox. The gearbox also comprises a layshaft connectable to an output shaft of the gearbox. At least a first gear pair is arranged between the first main shaft and the layshaft. ln other words, the first gear pair connects the main shaft with the layshaft. Furthermore, at least a second gear pair is arranged between the second main shaft and the layshaft. The second gear pair thus connects the second main shaft with the layshaft. The first electrical machine is connected to the first planetary gear and the second electrical machine is connected to the second planetary gear.
The vehicle powertrain further comprises a power take-off allowing an auxiliary device to be connected and powered by the vehicle powertrain. Such an auxiliary device may alternatively be denominated ”power consumer”. The power take-off comprises a power take-off shaft connected to a transmission shaft of the gearbox. Said transmission shaft may the first main shaft or the second main shaft. Alternatively, in case the gearbox comprises an input shaft connected to the first planetary gear, said input shaft may constitute the transmission shaft to which the power take-off is connected.
The method of controlling a vehicle powertrain as described herein comprises a step of, in response to an input from an interface, said input relating to a desired rotationa| direction of the power take- off shaft, controlling the vehicle powertrain in a first operating mode. ln said first operating mode, the transmission shaft to which the power take-off shaft is connected is controlled to rotate in a first rotationa| direction, said first rotationa| direction of the transmission shaft resulting in said desired rotationa| direction of the power take-off shaft. The control of the rotationa| direction of said transmission shaft is performed irrespective of the operational condition of the output shaft. This means that the although the rotationa| direction of the transmission shaft is locked to a rotationa| direction resulting in the desired rotationa| direction of the power take-off shaft, the output shaft of the gearbox is continued to be operated in the operational condition intended for the operation of the vehicle powertrain. The operational condition of the output shaft may for example be a non- rotating operational condition in case the vehicle is at standstill. Alternatively, the operating condition of the output shaft may be an operating condition at which propelling torque is transferred from at least one of the first electrical machine, the second electrical machine and the possible com bustion engine to the output shaft for the purpose propelling the vehicle. Another operating condition of the output shaft may occur during regenerative braking wherein kinetic energy of the vehicle is converted into electrical energy used to charge an energy storage device, such that the recovered energy may later be used for powering at least one of the electrical machines.
The configuration of the vehicle powertrain comprising a first and a second electrical machine, each connected to a respective planetary gear, and two main shafts which are both able to transfer propelling torque to the output shaft of the gearbox allows for a control of a rotationa| direction of the power take-off shaft as desired. More specifically, in view of the configuration of the vehicle powertrain, the transmission shaft of the gearbox to which the power take-off shaft is connected may be locked to a specific rotationa| direction at all times independently of how the propelling torque is transferred to the output shaft of the gearbox. For example, in case the power take-off shaft is connected to the first main shaft and the rotationa| direction of the first main shaft required for arriving at the desired rotationa| direction of the power take-off shaft does not correspond to a rotationa| direction required for an intended propulsion of the vehicle, the propelling torque for the operation of the vehicle may be transferred to the output shaft of the gearbox via the second main shaft. lt should here be noted that the operation of the vehicle may during the course of operation of the vehicle be altered such that the rotational direction of the transmission shaft to which the power take-off shaft is connected temporarily corresponds to the rotational direction required for providing the intended propelling torque to the output shaft. ln such cases, the transmission shaft to which the power take-off shaft is connected may be used both for providing torque to the power take-off shaft and for providing propelling torque to the output shaft of the gearbox. The first operating mode thus allows for various operational conditions of the different constituent components of the vehicle powertrain as long as the transmission shaft to which the power take-off shaft is connected rotates in a rotational direction resulting in the desired rotational direction of the power take-off shaft. The ability for such a control of the vehicle powertrain is a consequence of the vehicle powertrain configuration.
As mentioned above, the method comprises controlling the vehicle powertrain in the first operating mode in response to an input from an interface, said input relating to a desired rotational direction of the power take-off shaft. The interface may be configured for allowing to define the desired rotational direction directly, such as defining a clockwise or counterclockwise rotation. Alternatively, the interface may be configured for allowing to define the desired rotational direction indirectly by defining a torque request having a positive or negative value.
The interface may be a human-machine interface. Thereby, a human may define a desired rotational direction of the power take-off shaft. The interface may be configured to allow only authorized humans to define a desired rotational direction of the power take-off shaft, such as personnel of authorized workshops or personnel of authorized suppliers of auxiliary devices. Alternatively or additionally, the interface may be configured to allow for example an owner or a driver of the vehicle to define the desired rotational direction of the power take-off shaft. For said purpose, the interface may for example be configured to communicate with an appropriate device arranged in a control panel of the vehicle where a human may input the desired rotational direction.
Alternatively, the interface may be a machine-machine interface. ln such a case, the interface may be configured to communicate with a controller of an auxiliary device to be connected to the power take-off of the vehicle powertrain, the controller of the auxiliary device configured to specify a desired rotational direction for operation of the auxiliary device. The interface may further be configured to allow both for a human input as well as an input from a controller of an auxiliary device, if desired.
The step of controlling the vehicle powertrain in the first operating mode may be performed in response to a determination that a power consumer is connected to the power take-off shaft. Said determination may be performed by any previously known method therefore, for example by a sensor or the like. Thereby, the vehicle powertrain may, in situations where no auxiliary device is connected to the power take-off shaft, be controlled in other operating modes where the rotational direction of the transmission shaft to which the power take-off shaft is connected is not locked to a specific rotational direction. For example, in case the desired rotational direction has been defined in the interface by an authorized supplier of an auxiliary device (i.e. power consumer) but the auxiliary device will only be connected to the power take-off shaft at certain times, the vehicle powertrain may in such a case be controlled in any desired operating mode when the auxiliary device is not connected.
Furthermore, the step of controlling the vehicle powertrain in the first operating mode may be performed in response to a determination that a power consumer is driven by the power take-off shaft. ln other words, the step of controlling the vehicle powertrain in the first operating mode may be performed in response to a determination that power is consumed from the vehicle powertrain by an auxiliary device connected thereto. This may for example be determined based on a determination that power is consumed from the vehicle powertrain for other purposes than the operation of the vehicle powertrain for the purpose of operation of the vehicle.
The method may further comprise a step of, in response to a request from said interface for change of rotational direction of the power take-off shaft, controlling the vehicle powertrain in a second operating mode wherein, for any operational condition of the output shaft, the transmission shaft is controlled to rotate in a second rotational direction opposite the first rotational direction. Such a request may for example be generated by a driver of the vehicle when the vehicle is at standstill or is travelling in case there is a desire for alteration of the rotational direction of the power take-off shaft for the purpose of driving the auxiliary device. By way of example, the auxiliary device may be a conveyor which should be able to be operated in two opposing directions.
The performance of the herein described method of controlling a vehicle powertrain comprising a power take-off may be governed by programmed instructions. These programmed instructions typically take the form of a computer program which, when executed in or by a control device, cause the control device to effect desired forms of control action. Such instructions may typically be stored on a computer-readable medium.
Furthermore, in accordance with the present disclosure, a control device configured to control a vehicle powertrain comprising a power take-off as described above is provided. The control device comprises an interface configured to allow selection of a desired rotational direction of the power take-off shaft of the vehicle powertrain. The control device is configured to, in response to an input from said interface, controlling the vehicle powertrain in a first operating mode wherein, for any operational condition of the output shaft, the transmission shaft is controlled to rotate in a first rotational direction, said first rotational direction of the transmission resulting in said desired rotational direction of the power take-off shaft.
The control device may further be configured to perform any one of the steps of the method for controlling a vehicle powertrain comprising a power take-off as described above.
The control device may comprise one or more control units. ln case of the control device comprising a plurality of control units, each control unit may be configured to control a certain function or a certain function may be divided between more than one control units. The control device may be a control device of the vehicle powertrain. The control device may be arranged in a vehicle comprising the vehicle powertrain. Alternatively, parts of the control device may, if desired, be arranged remote from the vehicle such as at a remote control center or the like.
Figure 1 schematically illustrates a side view of an example of a vehicle 1. The vehicle 1 comprises a vehicle powertrain 3. The vehicle powertrain 3 comprises a gearbox 2 and a first propulsion unit, such as a combustion engine 4. The combustion engine 4 may be connected to the gearbox 2 via a clutch (not shown). The gearbox 2 is connected to drive wheels 5 of the vehicle via a propeller shaft 6. The vehicle may further comprise a second propulsion unit in the form of an electrical machine 40, in which case the vehicle constitutes hybrid vehicle. The electrical machine 40 may be connected to the gearbox 2. The vehicle may alternatively be a fully electrical vehicle, in which case the vehicle does not comprise the combustion engine 4. The vehicle may be a heavy land-based vehicle, such as a truck or a bus, but is not limited thereto.
Figure 2 schematically illustrates a first exemplifying embodiment of a powertrain 3. The powertrain 3 may be comprised in a vehicle 1, such as the vehicle shown in Fig. 1. The powertrain 3 comprises a plurality of propulsion units. The plurality of propulsion units may comprise a combustion engine 4, afirst electrical machine 14 and a second electrical machine 16. The combustion engine 4 may be connected to the gearbox 2 via an input shaft 8 of the gearbox 2. More specifically, an output shaft 9 of the combustion engine 4 may be connected to the input shaft 8 of the gearbox 2 via a clutch 7 or the like. The purpose of the clutch 7 is to enable disconnecting the combustion engine 4 from the gearbox 2, for example during shut down of the com bustion engine 4 for the purpose of saving fuel and/or reducing emissions by operating the vehicle electrically.
The gearbox 2 comprises a first planetary gear 10, a second planetary gear 12, and an output shaft 20. The first planetary gear 10 is connected to the input shaft 8 of the gearbox 2, and the second planetary gear 12 is connected to the first planetary gear The first planetary gear 10 comprises a first ring gear 22, to which a rotor 24 of the first electrical machine 14 is connected. The first planetary gear 10 further comprises a first sun gear 26, a first set of planet wheels 52, and a first planet wheel carrier 50. The first set of planetary wheels 52 is mounted to the first planetary wheel carrier 50. The first set of planet wheels 52 interacts with the first ring gear 22 and the first sun gear The second planetary gear 12 comprises a second ring gear 28, to which a rotor 30 of the second electrical machine 16 is connected. The second planetary gear 12 further comprises a second sun gear 32, a second set of planet wheels 54, and a second planet wheel carrier 51. The second set of planet wheels 54 interacts with the second ring gear 28 and the second sun gear 32. The second set of planetary wheels 54 is mounted to the second planetary wheel carrier 51. The first and second sun gears 26, 32, may be arranged coaxially, as shown in Figure The input shaft 8 of the gearbox 2 is connected to the first planet wheel carrier 50. The first planet wheel carrier 50 is directly connected to the second sun gear 32 of the second planetary gear 12 such that the first planet wheel carrier 50 and the second sun gear 32 will always have the same direction of rotation as well as rotational speed.
Furthermore, a first coupling device 56 is arranged between the first sun gear 26 and the first planet wheel carrier 50. By arranging the first coupling device 56 such that the first sun gear 26 and the first planet wheel carrier 50 are connected to each other, and thus not able to rotate relative to each other, the first planet wheel carrier 50 and the first sun gear 26 will rotate with the same rotational speed and rotational direction. ln Figure 2, the coupling device 56 is shown in an open (disengaged) state, whereby the planet wheel carrier 50 and the first sun gear 26 are not connected to each other.A second coupling device 58 is arranged between the second sun gear 32 and the second planet wheel carrier 51. By arranging the second coupling device 58 such that the second sun gear 32 and the second planet wheel carrier 51 are connected to each other and thus not able to rotate relative to each other, the second planet wheel carrier 51 and the second sun gear 32 will rotate with the same rotational speed and the same rotational direction. ln Figure 2, the second coupling device 58 is shown in an open (disengaged) state and does therefore not connect the second wheel carrierand the second sun gear The first and second coupling devices 56, 58 may each comprise a splines-equipped coupling sleeve, which is axially displaceable on a splines-equipped section on the first and second planetary wheel carrier 50, 51, respectively, and on a splines-equipped section on the respective sun wheels 26, The gearbox 2 further comprises a first main shaft 34 and a second main shaft 36. The first main shaft 34 is connected to the first sun wheel 26 of the first planetary gear 10. The second main shaft 36 is connected to the second planetary wheel carrier 51. As shown in Figure 2, the first main shaft 34 may be arranged so as to extend inside the second main shaft 36. For this purpose, the second main shaft 36 may comprise a central bore. Alternatively, the first main shaft 34 may be arranged in parallel and at the side of the second main shaft 36 (which in such a case need not have a central bore). The first main shaft 34 and the second main shaft 36 are connected to the output shaft 20 through a transmission arrangement 19, which will be described in more detail below. The transmission arrangement 19 can comprise a freely chosen number of gear steps.
The first electrical machine 14 comprises a first stator 40, which may be connected to a housing 42 that surrounds the gearbox 2. The second electrical machine 16 comprises a second stator 44, which may be connected to the housing 42. The first electrical machine 14 and the second electrical machine 16 are connected to an energy storage device (not shown), such as a battery, that may drive the electrical machines 14, 16 depending on the operating conditions of the vehicle. Alternatively, the first and second electrical machines 14, 16 may each have a separate energy storage, if desired, for the same purpose. ln certain operating conditions, the electrical machines 14, 16 can function as generators, whereby current is supplied to the energy storage(s). ln certain operating conditions, the electrical machines 14, 16 may also drive each other. ln such a case, electrical energy is then led from one of the electrical machines to the other electrical machine via a switch (not shown). Thereby, it is possible to achieve a power balance between the electrical machines 14,The transmission arrangement 19 comprises, in addition to the first main shaft 34 and the second main shaft 36, a layshaft 18. The transmission arrangement 19 further comprises a plurality of gear pairs. For example, the transmission arrangement may comprise a first gear pair G1, a second gear pair G2, a third gear pair G3 and a fourth gear pair G4. The first gear pair G1 may comprise a first pinion gear 62 and a first cogwheel 64, which are in engagement with each other. The first pinion gear 62 may be arranged on the first main shaft 34 and the first cogwheel 64 may be arranged on the layshaft 18. The second gear pair G2 comprises a second pinion gear 68 and a second cogwheel 70, which are in engagement with each other. The second pinion gear 68 may be arranged on the second main shaft 36 and the second cogwheel 70 may be arranged on the layshaft 18. The third gear pair G3 may comprise a third pinion gear 74 and a third cogwheel 76, which are in engagement with each other. The third pinion gear 74 may be arranged on the first main shaft 34 and the third cogwheel 76 may be arranged on the layshaft 18. The fourth gear pair G4 may comprise a fourth pinion gear 80 and a fourth cogwheel 82, which are in engagement with each other. The fourth pinion gear 80 may be arranged on the second main shaft 36 and the fourth cogwheel 82 may be arranged on the layshaft The first and the third pinion gears 62, 74 may be fixedly connected to the first main shaft 34, so that they cannot rotate in relation to the first main shaft 34. The second and the fourth pinion gears 68, 80 may be fixedly connected with the second main shaft 36, so that they cannot rotate in relation to the second main shaft The first, second, third and fourth cogwheels 64, 70, 76, 82 may be individually connected to and disconnected from the layshaft 18 by means of a third coupling device 83 and a fourth coupling device 85, respectively. The coupling devices 83, 85 may each comprise coupling sleeves configured to mechanically engage with splines-equipped sections on the cogwheels 64, 70, 76, 82 and on the layshaft 18. The first and third cogwheels 64, 76 may be connected/disconnected with a common coupling device 83, and the second and fourth cogwheels 70, 82 may be connected/disconnected with a common coupling device 85. ln a disconnected state, a relative rotation may occur between a disconnected cogwheel, of the cogwheels 64, 70, 76, 82, and the layshaft 18. ln a connected state, a connected cogwheel, of the cogwheels 64, 70, 76, 82, will rotate together with the layshaft The gearbox 2 shown in Figure 2 also comprises a fifth gear pair G5. The fifth gear pair G5 comprises a fifth cogwheel 92 arranged on the layshaft 18 and a fifth pinion gear 94 arranged on the output shaft 20. Thus, the layshaft 18 is connected to the output shaft 20 via the fifth gear pair G5. The fifth cogwheel 92 is arranged so it may be connected with and disconnected from the layshaft 18 bymeans of a fifth coupling device 87. The fifth coupling device 87 may comprise a coupling sleeve configured to interact with splines-equipped sections on the fifth cogwheel 92 and the layshaft 18. ln the disconnected state, a relative rotation may occur between the fifth cogwheel 92 and the layshaft Propelling torque may be transferred to the output shaft 20 of the gearbox 2 via the first planetary gear 10, or the second planetary gear 12, and the layshaft 18. The torque transfer may also occur directly via the first planetary gear 10 and the first main shaft 34 to the output shaft 20 via a coupling mechanism 48. The coupling mechanism 48 may comprise a splines-equipped coupling sleeve, which is axially displaceable on the first main shaft 34 and on splines-equipped sections of the output shaft 20. By disp|acing the coupling sleeve of the coupling mechanism 48, so that the first main shaft 34 is connected to the output shaft 20, the first main shaft 34 and the output shaft 20 will have the same rotationa| speed and rotationa| direction. By disconnecting the fifth cogwheel 92 from the layshaft 18, torque from the second planetary gear 12 may (via the second main shaft 36) be transferred to the layshaft 18, from the layshaft 18 to the first main shaft 34, and finally to the output shaft 20 via the coupling mechanism During operation, the gearbox 2 may in certain operating modes operate so that one of the sun gears 26 or 32 is locked against the first or second planet wheel carrier 50 or 51 with the aid of the first or second coupling device 56 or 58. The first or second main shaft 34 or 36 will then be given the same rotationa| speed as the input shaft 8, depending on which sun gear 22 or 28 that has been fixedly locked at the relevant planet wheel carrier 50 or 51. One or both of the electrical machines 14, 16 may function as a generator in order to generate energy to the energy storage device. Alternatively, the electrical machines 14, 16 whose ring gear 22 or 28 is connected to the planet wheel carrier 50 may provide an increase in torque in order to in this way increase the torque at the output shaftof the gearbox. ln order to disengage a sun gear and a planet wheel carrier at one of the first and second planetary gears, at least one of the first and second electrical machines may be controlled such that torque balance is prevalent in the relevant planetary gear. When torque balance has been achieved, the relevant one of the first and second coupling devices may be displaced such that the sun gear and the planet wheel carrier are no longer mechanically connected to each other. The term "torque balance” is here used to denote a condition in which a torque acts on a ring gear of the planetary gear, corresponding to the product of the torque that acts on the planet wheel carrier of the planetary gear, while at the same time a torque acts on the sun gear of the planetary gear, corresponding to the product of the torque that acts on the planet wheel carrier and (1-the gear ratio of planetary gear). ln the case in which two of the constituent components of the planetary gear are connected by means of one of the first and second coupling devices, this coupling device transfers no torque between the constituent components of the planetary gear when torque balance is prevalent. The relevant coupling device can in this way be displaced in a simple manner, and the constituent components of the planetary gear disengaged.
The configuration of the vehicle powertrain 3 according to the exemplified embodiment illustrated in Figure 2 allows gear changes to be performed without interruption of propelling torque to the output shaft 20. The configuration of the vehicle powertrain 3 also enables the first main shaft 34 to be controlled independently of the second main shaft 36 and vice versa. This in turn enables a higher flexibility in the control of the gearbox 2. By way of example, the first main shaft 34 may be operated in a first rotational direction while the second main shaft 36 is operated in a second rotational direction, opposite the first rotational direction. The first and second main shafts may also be operated in the same rotational direction. Moreover, the configuration of the vehicle powertrain 3 allows the first main shaft and/or second main shaft to be driven in a desired rotational direction even in situations where no propelling torque is transferred to the output shaft The vehicle powertrain 3 further comprises a power take-off 120 fitted to the gearbox 2. The power take-off120 comprises a power take-off shaft 122 onto which a connection device 124 is or may be mounted. The connection device 124 is intended to allow a user of the vehicle powertrain to connect an auxiliary device intended to be powered by the vehicle powertrain 3. The power take-off shaft 122 may be connected to the first main shaft 34 or the second main shaft 36 via a gear wheel 126 interacting with one of the gear pairs G1, G2, G3 or G4 of the transmission unit 19. ln Figure 2, the gear wheel 126 is illustrated as interacting with pinion gear 62 of the first gear pair G1. During operation of the power take-off 120, the rotational direction of the power take-off shaft 122 is a direct consequence of the rotational direction of the main shaft to which it is connected.
The powertrain 3 further comprises a control device 100. The control device 100 may be configured to control one or more of the constituent components of the vehicle powertrain 3. The control device 100 may comprise one or more control units. The responsibility for a specific function or control may be divided between two or more of the control units. One or more of the control units may be implemented in the form of a computer. The control device 100 may for example be connected to the first electrical machine 14 and the second electrical machine 16 of the gearbox 2, and the combustion engine 4. The control device 100 may also be connected to any otherconstituent component of the vehicle powertrain 3. The connections of the control device 100 to any constituent component of the vehicle powertrain 3 may be in the form of physical connection(s) and/or wireless connection(s).
The control device 100 may comprise an interface 200, such as a human-machine interface. The interface 200 may be configured to allow specifying a desired rotational direction of the power take- off shaft 122. The control device 100 may be configured to control the vehicle powertrain 3 to a predefined operating mode in response to a specified rotational direction of the power take-off shaft 122 as given by the interface The control of constituent components of the vehicle powertrain 3 may be governed by programmed instructions. These programmed instructions typically take the forms of a computer program which, when executed in a computer or control unit, causes the computer or control unit to effect desired forms of control action, for example the steps of the method disclosed herein. As described above, such a computer or control unit may be, or constitute a part of, the control device The exemplifying embodiment shown in Figure 2 shows a transmission arrangement 19 comprising four gear pairs G1, G2, G3, G4, and two planetary gears 10, 12 with associated electrical machines 14, 16. However, it is possible to configure the gearbox 2 with more or fewer pinion gears and cogwheels, and with more planetary gears with associated electrical machines.
Furthermore, although figure 2 illustrates an exemplifying embodiment wherein a combustion engine 4 may be disconnected from the input shaft 8 of the gearbox, a combustion engine may alternatively be permanently connected to the input shaft 8 of the gearbox. lt should also be noted that the vehicle powertrain 3 may be a fully electric powertrain, in which case the powertrain 3 does not comprise the combustion engine 4 illustrated in Figure Figure 3 schematically illustrates a second exemplifying embodiment of a vehicle powertrain 3. The second exemplifying em bodiment corresponds to the first exemplifying embodiment described above and shown in Figure 2, with the exception of the position of the power take-off 120. As described above, the power take-off 120 comprises a power take-off shaft 122 onto which a connection device 124 is or may be mounted. ln this exemplifying embodiment the power take-off 120 is connected to the input shaft 8. More specifically, the gear wheel 126 (to which the power take-off shaft 122 is connected) interacts with a corresponding gear wheel 125 connected to theinput shaft 8. The rotational direction of the power take-off shaft 122 will thus, during operation of the power take-off, be a direct consequence of the rotational direction of the input shaft Figure 4 represents a flowchart schematically illustrating a method for controlling a vehicle powertrain comprising a power take-off in accordance with an exemplifying embodiment. The method comprises a step S110 of, in response to an input from an interface, controlling the vehicle powertrain in a first operating mode. The input from the interface re|ates to a desired rotational direction of the power take-off shaft of the power ta ke-off. ln the first operating mode, the transmission shaft to which the power take-off is connected, is controlled to rotate in a first rotational direction which results in the desired rotational direction of the power take-off shaft. ln the first operating mode, the control of the rotation of the transmission shaft in the first rotational direction is performed for any operational condition of the output shaft.
Figure 5 schematically illustrates an exemplifying embodiment of a device 500. The control device 100 described above may for example comprise the device 500, consist of the device 500, or be comprised in the device The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer program, e.g. an operating system, is stored for controlling the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted).
The non-volatile memory 520 has also a second memory element There is provided a computer program P that comprises instructions for controlling a vehicle powertrain comprising a power take-off. The vehicle powertrain comprises a first electrical machine, a second electrical machine and a gearbox. The gearbox comprises a first planetary gear connected to a first main shaft of the gearbox, and a second planetary gear connected to the first planetary gear and a second main shaft of the gearbox. The gearbox further comprises a layshaft connecta ble to an output shaft of the gearbox, at least a first gear pair arranged between the first main shaft and the layshaft, and at least a second gear pair arranged between the second main shaft and the layshaft. The first electrical machine is connected to the first planetary gear and the second electrical machine is connected to the second planetary gear. The power take-off comprises a power take-off shaft connected to a transmission shaft of the gearbox selected from the group consisting of the first main shaft, the second main shaft or an input shaft of the gearbox. The computer program comprisesinstructions for, in response to an input from an interface, controlling the vehicle powertrain in a first operating mode. The input from the interface re|ates to a desired rotationa| direction of a power take-off shaft of the power take-off. ln the first operating mode, the transmission shaft to which the power take-off shaft is connected is controlled, for any operational condition of the output shaft of the gearbox, to rotate in a first rotationa| direction, said first rotationa| direction of the transmission shaft resulting in said desired rotationa| direction of the power take-off shaft.
The program P may be stored in an executable form or in a compressed form in a memoryand/or in a read/write memory The data processing unit 510 may perform one or more functions, i.e. the data processing unit 510 may effect a certain part of the program P stored in the memory 560 or a certain part of the program P stored in the read/write memory The data processing device 510 can communicate with a data port 599 via a data bus 515. The non- volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. The read/write memory 550 is adapted to communicate with the data processing unit 510 via a data bus 514. The communication between the constituent components may be implemented by a communication link. A communication link may be a physical connection such as an optoelectronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.
When data are received on the data port 599, they may be stored temporarily in the second memory element 540. When input data received have been temporarily stored, the data processing unitis prepared to effect code execution as described above.
Parts of the methods herein described may be executed by the device 500 by means of the data processing unit 510 which runs the program stored in the memory 560 or the read/write memory 550. When the device 500 runs the program, methods herein described are executed.

Claims (14)

  1. A method of controlling a vehicle powertrain (3) comprising a power take-off (120), the method performed by a control device (100), the vehicle powertrain (3) comprising a first electrical machine (14), a second electrical machine (16), and a gearbox (2), the gearbox (2) comprising: a first planetary gear (10) connected to a first main shaft (34) of the gearbox (2), a second planetary gear (12) connected to the first planetary gear (10) and a second main shaft (36) of the gearbox (2), a layshaft (18) connectable to an output shaft (20) of the gearbox (2), at least a first gear pair (G1) arranged between the first main shaft (34) and the layshaft (18), and at least a second gear pair (G2) arranged between the second main shaft (36) and the layshaft (18), wherein the first electrical machine (14) is connected to the first planetary gear (10) and the second electrical machine (16) is connected to the second planetary gear (12); wherein the power take-off (120) comprises a power take-off shaft (122) connected to a transmission shaft of the gearbox (2), said transmission shaft selected from the group consisting of the first main shaft (34), the second main shaft (36) or, if present, an input shaft (8) of the gearbox connected to the first planetary gear (10), the method comprising a step of: in response to an input from an interface, said input relating to a desired rotational direction of the power take-off shaft (122), controlling (S110) the vehicle powertrain (3) in a first operating mode wherein, for any operational condition of the output shaft (20), the transmission shaft is controlled to rotate in a first rotational direction, said first rotational direction of the transmission shaft resulting in said desired rotational direction of the power take-off shaft (122).
  2. The method according to claim 1, wherein the step of controlling the vehicle powertrain (3) in a first operating mode is performed in response to a determination that a power consumer is connected to the power take-off shaft (122).
  3. The method according to any one of claims 1 and 2, wherein said interface is a human- machine interface.
  4. The method according to any one of the preceding claims further comprising a step of: in response to a request from said interface for change of rotationa| direction of the power take-off shaft (122), controlling the vehicle powertrain (3) in a second operating mode wherein, for any operational condition of the output shaft (20), the transmission shaft is controlled to rotate in a second rotationa| direction opposite the first rotationa| direction.
  5. The method according to any one of the preceding claims, wherein the step of controlling the vehicle powertrain (3) in the first operating mode is performed during an operating condition of the vehicle powertrain (3) at which torque is transferred to, or from, the output shaft (20).
  6. A computer program comprising instructions which, when executed by a control device, cause the control device to carry out the method according to any one of the preceding claims.
  7. A computer-readable medium comprising instructions which, when executed by a control device, cause the control device to carry out the method according to any one of claims 1 to
  8. A control device (100) configured to control a vehicle powertrain comprising a power take- off, the vehicle powertrain (3) comprising a first electrical machine (14), a second electrical machine (16), and a gearbox (2), the gearbox (2) comprising: a first planetary gear (10) connected to a first main shaft (34) of the gearbox (2), a second planetary gear (12) connected to the first planetary gear (10) and a second main shaft (36) of the gearbox (2), a layshaft (18) connectable to an output shaft (20) of the gearbox (2), at least a first gear pair (G1) arranged between the first main shaft (34) and the layshaft (18), andat least a second gear pair (G2) arranged between the second main shaft (36) and the layshaft (18); wherein the first electrical machine (14) is connected to the first planetary gear (10) and the second electrical machine (16) is connected to the second planetary gear (12); wherein the power take-off (120) comprises a power take-off shaft (122) connected to a transmission shaft of the gearbox (2), said transmission shaft selected from the group consisting of the first main shaft (34), the second main shaft (36) or, if present, an input shaft (8) of the gearbox connected to the first planetary gear (10), the control device comprising an interface configured to allow selection of a desired rotational direction of the power take-off shaft (122), the control device configured to, in response to an input from said interface, controlling the vehicle powertrain (3) in a first operating mode wherein, for any operational condition of the output shaft (20), the transmission shaft is controlled to rotate in a first rotational direction, said first rotational direction of the transmission resulting in said desired rotational direction of the power take-off shaft (122).
  9. The control device according to claim 8, further configured to control the vehicle powertrain (3) in said first operating mode in response to a determination that a power consumer is connected to the power take-off shaft (122).
  10. The control device according to any one of claims 8 and 9, wherein said interface is a human- machine interface.
  11. The control device according to any one of claims 8 to 10, further configured to, in response to a request from said interface for a change of rotational direction of the power take-off shaft (122), controlling the vehicle powertrain (3) in a second operating mode wherein, for any operational condition of the output shaft (20), the transmission shaft is controlled to rotate in a second rotational direction opposite the first rotational direction.
  12. The control device (100) according to any one of claims 8 to 11, wherein the control device is configured to control the vehicle powertrain in the first operating mode during an operating condition of the vehicle powertrain (3) at which torque is transferred to, or from, the output shaft (20).
  13. 13. A vehicle powertrain comprising a control device according to any one of claims 8 to
  14. 14. A vehicle comprising the vehicle powertrain according to claim 13.
SE2051221A 2020-10-21 2020-10-21 Control device and method of controlling a vehicle powertrain comprising a power take-off SE544919C2 (en)

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SE2051221A SE544919C2 (en) 2020-10-21 2020-10-21 Control device and method of controlling a vehicle powertrain comprising a power take-off
DE102021124260.6A DE102021124260B4 (en) 2020-10-21 2021-09-20 Control device and method for controlling a vehicle drive train with power take-off

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SE2051221A1 (en) 2022-04-22
DE102021124260B4 (en) 2024-05-02

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