BR102020004789A2 - method for determining a load applied by an energy consumer to a power train - Google Patents

Abstract

The invention relates to a method, performed by a control device (48), to determine a load applied by an energy consumer (PC) to a power train (3) of a vehicle (1), the power train force (3) comprising at least one propulsion unit (4, 14, 16, 400 ', 400'') and a gearbox (2), the gearbox (2) comprising: a first main shaft (34) ; a second main axis (36); an output shaft (20) connected to the driving wheels (6) of the vehicle (1); a drive shaft (18) connected to the first main shaft (34), the second main shaft (36) and the output shaft (20); a first gear pair (G1) connected to the first main shaft (34) and the drive shaft (18); a second gear pair (G2) connected to the second main shaft (36) and the drive shaft (18); and an auxiliary shaft (120) connected to the power consumer (PC) and to the first main shaft (34), the first main shaft (34) and the second main shaft (36) being connectable to at least one propulsion unit (4, 14, 16, 400 ', 400''), so that the propulsion torque can be supplied on the first main axis (34) and on the second main axis (36), the method comprising: control (s101) the power train (3) to gradually transfer the propulsion torque from the second main axis (36) to the first main axis (34); and determine (s102) the load applied to the energy consumer (PC) on the auxiliary shaft (120) by detecting movement within a gap of the first gear pair (G1), through which the propulsion torque (T1) provided on the first shaft main (34) corresponds to the load on the auxiliary shaft (120).

Description

METHOD FOR DETERMINING A LOAD APPLIED BY AN ENERGY CONSUMER IN A POWER TRAIN TECHNICAL FIELD

[0001] The present invention relates to a method for determining a load applied by an energy consumer to a vehicle's power train. The invention also relates to a vehicle comprising a power train, a computer program and a computer-readable medium.

BACKGROUND

[0002] A vehicle freight train can not only be used to power a vehicle, but can also be configured to supply energy to consumers such as a power outlet (PTO) and other auxiliary functions. A power take-off can be used to transmit power / energy to attached vehicle instruments or to separate machines. A power take-off can thus be used to drive a pump, operate a boom, operate a mixer or the like. The power take-offs are typically connected to a gear drive shaft, through which the drive shaft leads to the power take-off. With this arrangement, power will only be supplied to the PTO when the vehicle is in motion and the drive shaft is rotating. Shifting in a gearbox may require torque balance or synchronized rotational speeds in order to achieve good comfort and reduce the use of gearbox components. With a power take-off connected to the gearbox, it is necessary to know the load applied to the transmission shaft by the power take-off and based on this control the gearbox reaches the torque balance. Normally, the load applied by the PTO is determined by means of different torque sensors arranged in the connected PTO. The sensors are therefore supplied by the PTO manufacturer and not by the vehicle manufacturer. Interfaces between sensors and vehicle control systems are required here which can be complicated and risky.

[0003] US 7252623 B2 describes a method for determining the auxiliary load on an engine of a vehicle equipped with an emergency outlet, comprising the step of monitoring an axle speed in a PTO clutch as well as an axle speed at downstream of the PTO clutch to determine clutch slippage. A commanded pressure at the point where the skid occurs is determined and an equivalent engine energy going to the PTO from the commanded pressure on the skid is calculated to determine the proportion of the engine load signal going to the PTO versus the gear wheels. driving.

SUMMARY

[0004] Despite the solutions known in the field, it would be desirable to achieve a method for determining a load applied by an energy consumer on a power train, which resolves or at least alleviates at least some disadvantages of the prior art.

[0005] An object of the present invention is, therefore, to achieve a new and advantageous method to determine a load applied by an energy consumer in a vehicle power train, whose method is easier and enables a less complex power train it's cheaper. Another objective is to achieve a new and advantageous vehicle, which allows an efficient transfer of energy to an energy consumer when the vehicle is stationary as well as during propulsion. Another objective of the invention is to achieve a new and advantageous vehicle, a computer program and a computer-readable medium.

[0006] The objectives mentioned here are achieved by a method, a vehicle, a computer program, and a computer-readable medium according to the independent claims.

[0007] Accordingly, according to one aspect of the present invention a method, performed by a control device, to determine a load applied by an energy consumer to a vehicle's power train is provided. The power train comprises at least one propulsion unit and a gearbox, where the gearbox comprises: a first main axis; a second main axis; an output shaft connected to the vehicle's driving wheels; a drive shaft connected to the first main axis, the second main axis and the output axis; a first pair of gears connected to the first main shaft and the transmission shaft; a second pair of gears connected to the second main shaft and the transmission shaft; and an auxiliary axle connected to the power consumer and the first main axle, the first main axle and the second main axle being connectable to at least one propulsion unit, so that the propulsion torque can be supplied on the first main axle and / or on the second main axis. The method comprises: controlling the power train to gradually transfer the propulsion torque from the second main axis to the first main axis; and determining the load applied by the energy consumer by detecting movement through a gap in the first gear pair, whereby the propulsion torque provided on the first main shaft corresponds to the load applied by the energy consumer on the auxiliary shaft.

[0008] According to another aspect of the invention, a vehicle comprising a power train is provided. The power train comprising: at least one propulsion unit, a gearbox; and a control device. The gearbox comprises: a first main axis; a second main axis; and an output shaft connected to the driving wheels of the vehicle; a transmission axis connected to a first main axis, the second main axis and the output axis; a first gear pair connected to the first main shaft and the drive shaft; a second gear pair connected to the second main shaft and the drive shaft; and an auxiliary axle connected to the power consumer and the first main axle, where the first main axle and the second main axle are connectable to at least one propulsion unit, so that the propulsion torque can be supplied on the first main axle and on the second main axis, where the control device is configured to: control the power train to gradually transfer the propulsion torque from the second main axis to the first main axis; and determining the load applied by the energy consumer by detecting movement through a gap in the first gear pair, whereby the propulsion torque provided on the first main shaft corresponds to the load applied to the energy consumer on the auxiliary shaft.

[0009] There are several ways to supply an energy consumer with power from a power train. As mentioned above, a common solution is to connect the power consumer comprising a power outlet to a power train transmission shaft. However, if this is the case, the energy consumer will only be driven when the vehicle is in motion and the drive shaft then rotates. With a gearbox having two main axles where the propulsion torque can be broken / divided between the main axles, and with an auxiliary axle arranged in connection with one of the main axles, the energy consumer connected to the auxiliary axle can be driven by the said main axis when the vehicle is stopped and the main axis is not connected to the output axis. In addition, with a power train according to the invention, the energy consumer can be driven by one of the main axes while the other main axis provides / transmits the propulsion torque to the output shaft. With an auxiliary axis connected to the energy consumer and one of the main axes, the control of the propulsion torque on the different main axes can be used to determine the load applied by the energy consumer. In this way, no external torque sensor is required.

[0010] The energy consumer extracts the torque from the power train through the auxiliary shaft and thus applies a load on the first main shaft. When the propulsion torque is provided only on the second main axis, the resulting torque acting on the first main axis will be the negative (extracted) torque corresponding to the load applied by the energy consumer. When the resulting torque on the first main shaft is negative, the first main shaft must be driven by the drive shaft through the first gear pair connected to the drive shaft and the first main shaft. The auxiliary axis, and the energy consumer connected to the auxiliary axis, will be driven there by the first main axis. In this way, some of the propulsion torques provided on the second main axis will be transmitted to the first main axis and the auxiliary axis to drive the energy consumer. The first gear pair connected to the drive shaft and the first main shaft comprises a gear wheel connected to each shaft. When the propulsion torque provided on the second main shaft drives the first main shaft, the gear wheel on the drive shaft will drive the gear wheel on the first main shaft. By gradually transferring the propulsion torque from the second main axis to the first main axis, the propulsion torque will be provided on both the first main axis and the second main axis. The resulting torque acting on the first main axis will then be the propulsion torque provided on the first main axis by at least one propulsion unit minus the torque corresponding to the load applied by the energy consumer. When the propulsion torque provided on the first main axis is large enough to drive the power consumer, no propulsion torque provided on the second main axis will drive the first main axis. Thus, when the torque resulting from acting on the first main axis is positive, the first main axis will drive the transmission axis. When the propulsion torque supplied on the first main axis corresponds to the load applied by the energy consumer, the resulting torque acting on the first main axis must be zero Nm. The torque balance is achieved here on the first gear pair. When the propulsion torque supplied on the first main axis is additionally increased, the propulsion torque provided on the first main axis will drive the transmission shaft. When the propulsion torque provided on the first main shaft is transmitted through the first gear pair to the drive shaft and the output shaft, the gear wheel on the first main shaft will instead drive the gear wheel on the drive shaft . In the transition from the state where the drive shaft drives the first main shaft to the state where the first main shaft drives the drive shaft, the gear wheel on the first main shaft must pass through the clearance. Thus, by detecting movement through the clearance, a state where the resulting torque on the first main axis is essentially zero is identified and the load applied by the energy consumer can be determined by determining the propulsion torque provided on the first main axis. By this method, no additional sensor devices are required and the power train is cheaper and less complex here. Also, there is no need for third-party sensors and the vehicle manufacturer can provide powertrain control based on its own systems. Security is then increased.

[0011] Additional objectives, advantages and new features of the present invention will become apparent to a person skilled in the art from the following details, and also by putting the invention into practice. While the examples of the invention are described below, it should be noted that it is not restrictive to the specific details described. Experts having access to the teachings here will recognize additional applications, modifications and incorporations within other fields, which are within the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

[0012] For a complete understanding of the present invention and additional objectives and advantages of it, the detailed description set out below must be linked together with the accompanying drawings, in which the same annotated references denote similar items in the various diagrams, and in which :

[0013] Figure 1 schematically illustrates a side view of a vehicle according to an example;

[0014] Figure 2 schematically illustrates a vehicle's power train according to an example;

[0015] Figure 3 schematically illustrates a vehicle's power train according to an example;

[0016] Figure 4 schematically illustrates a vehicle's powertrain according to an example;

[0017] Figure 5 shows a flow chart of a method to determine a load on an auxiliary axis according to an example;

[0018] Figure 6 shows a diagram according to an example; and

[0019] Figure 7 schematically illustrates a computer according to an example.

DETAILED DESCRIPTION

[0020] In accordance with an aspect of the present description, a method, performed by a control device, to determine a load applied by an energy consumer to a vehicle's power train is provided. The power train comprises at least one propulsion unit and a gearbox. The gearbox comprises: a first main axis; a second main axis; an output shaft connected to the vehicle's driving wheels; a drive shaft connected to the first main axis, the second main axis and the output axis; a first gear pair connected to the first main shaft and the drive shaft; a second gear pair connected to the second main shaft and the drive shaft; and an auxiliary shaft connected to a power consumer and to the first main shaft, where the first main shaft and the second main shaft are connected to at least one propulsion unit, so that the propulsion torque can be supplied on the first axis main and second main axis, the method comprising: controlling the power train to gradually transfer the propulsion torque from the second main axis to the first main axis; and determining the load applied by the energy consumer by detecting movement through the clearance of the first gear pair, whereby the propulsion torque provided on the first main shaft corresponds to the load applied by the energy consumer on the auxiliary shaft.

[0021] The first main axis and the second main axis can be connected to at least one propulsion unit, so that the propulsion torque can be supplied to the first main axis and the second main axis simultaneously. The propulsion torque can thus be supplied in parallel. Propulsion torque is defined here as a torque supplied by means of at least one propulsion unit to propel the vehicle. In this way, the first main axis and the second main axis can be arranged, so that the propulsion torque provided by means of at least one propulsion unit can be divided / split in two between the first main axis and the second main axis .

[0022] Controlling the power train to gradually transfer the propulsion torque from the second main axis to the first main axis means that the power train is controlled, so that the propulsion torque provided on the first main axis is gradually reduced and so that the propulsion torque on the first main axis is gradually increased. Suitably, the mode is initiated when the propulsion torque is provided only on the second main axis. Thus, at the beginning of the method, essentially no propulsion torque is provided on the first main axis. The drive torque supplied on the output shaft is thus transmitted only from the second main shaft and the drive shaft. When the propulsion torque is gradually transferred from the second main axis to the first main axis, the propulsion torque on the output axis is transmitted from both the first main axis and the second main axis.

[0023] A pair of gears comprising two gear wheels with combined / engaged teeth will always have a gap between the combined teeth. The clearance thus defines the maximum distance or angle by which the gear wheel can be moved in one direction without applying any calculable force or movement to the other gear wheel. The movement through / within a gap of the first gear pair means that the gear wheels of the first gear pair rotate in relation to each other, the short distance that the clearance allows. In the engagement between the gear wheels of the first gear pair, any teeth of one gear wheel are arranged between two different teeth of the other gear wheel. Depending on how the gear wheels lead to the other, the tooth will touch both the first of the two surrounding teeth and the other of the two surrounding teeth. In this way, the tooth can move from the position where it touches the first surrounding tooth to a position where it touches the other surrounding tooth. This movement between the two surrounding teeth is referred to as movement through the gap. When the propulsion torque supplied on the second main axle is transmitted to the auxiliary axle, the gear wheel on the drive axle will drive the gear wheel to the first main axle and the teeth combined / engaged on the gear wheels will have a certain position in relation to each other. When the propulsion torque provided on the second main axle is no longer transmitted to the auxiliary axle, the gear wheel on the first main axle will drive the gear wheel on the drive shaft and the teeth of the combined / engaged gear wheels will have another position in relation to each other.

[0024] Controlling the power train to gradually transfer the propulsion torque from the second main axis to the first main axis can comprise maintaining the same propulsion torque on the output shaft. The propulsion torque on the output shaft is the vehicle's current propulsion torque. The propulsion torque on the output shaft can be a demanded torque required by the vehicle operator minus the torque extracted by the energy consumer. The load of the energy consumer can thus cause a gap between the required torque and the torque supplied on the output shaft. The change required can be determined according to conventional methods, for example, based on the signals from the accelerator pedal.

[0025] Movement through the clearance can be detected based on the rotational speed upstream of the first gear pair and a rotational speed downstream of the first gear pair. Upstream and downstream refer to the direction of torque transmission from at least one drive unit to the output shaft.

[0026] According to an example, movement through the gap is detected based on a rotational speed of the transmission axis of the first main axis. The relationship between the rotational speed and the first main axis and the rotational speed of the drive shaft is predetermined and depends on the transmission ratio of the currently fitted gear pair. The transmission ratio associated with each gear pair can be stored in the control device. The rotational speed of the first main axis can be determined / calculated there based on the rotational speed of the transmission shaft and the transmission ratio of the currently fitted gear pair. When there is movement through the gap, there will be a deviation from a predetermined ratio. In this way, by continuously determining the rotational speed of the first main axis and the rotational speed of the transmission axis, a deviation from a predetermined ratio can be detected. The power train can thus comprise rotational speed sensors arranged on the drive shaft and the first main axis. Based on the signals from the rotational speed sensors, the control device can detect a deviation and determine there when there is movement through the gap. Suitably, movement through the gap is detected when a deviation from a predetermined relationship between the rotational speed and the first major axis and the rotational speed of the transmission axis is detected. When the gear wheel connected to the first main axis moves through the clearance, the first rotational main axis is faster and a deviation from the predetermined ratio occurs. The rotational speed sensor arranged on the first main axis will thus show a rotational speed greater than the corresponding rotational speed measured by means of the rotational speed sensor arranged on the transmission shaft. In this way, when the said temporary deviation of the rotational speed is detected, it is concluded that this is caused by the slack and in this period of time, the propulsion torque provided on the first main axis corresponds to the load applied by the energy consumer on the auxiliary axis. Movement within the clearance can thus be detected when there is a temporary difference between a first measured rotational speed of the first main axis and a second calculated rotational speed of the first main axis. The second rotational speed calculated from the first main axis can be calculated based on the rotational speed of the drive shaft and the transmission ratio of the currently engaged gear pair.

[0027] According to an example, movement through the gap is detected based on a rotation angle of the first main axis and a rotation angle of the transmission axis. Movement through the gap can thus be detected based on an angle of rotation upstream of the first gear pair and an angle of rotation downstream of the first gear pair. The relationship between the rotation angle and the first main axis and the rotation angle of the transmission shaft is predetermined and depends on the transmission ratio of the currently engaged gear pair. The rotation angle of the first main axis can thus be determined / calculated based on the rotation angle of the drive shaft and the transmission ratio of the currently engaged gear pair. When there is movement through the gap, there will be a deviation from the predetermined ratio. In this way, by continuously determining the rotation angle of the first main axis and the rotation angle of the transmission axis, a deviation from the predetermined ratio can be detected. The power train can thus comprise a solver arranged on the transmission axis and a solver arranged on the first main axis. Based on the signals from the resolvers, the control device can detect a deviation and determine there when there is movement through the gap.

[0028] According to an example, the movement through the clearance is determined based on a rotational speed of the first main axis and a rotational speed of the output axis. In the case where the gearbox comprises a displacement coupling mechanism to connect directly to the first main axis and the output shaft, the movement detection through the clearance of that coupling mechanism can be carried out based on the upstream rotational speed and the downstream of the coupling mechanism. When the resulting torque acting on the first main axis is negative, the output axis will drive the first main axis and when the resulting torque driving the first main axis is positive the first main axis is connected with each other, the rotational speed of the first main axis and the rotational speed of the output shaft are the same. The coupling mechanism may comprise a sleeve equipped with axially displaceable splines in a section equipped with splines of the first main axis and a section equipped with splines of the output shaft. The clearance is between the splines of the coupling mechanism and the splines of the first main axis. When the first main axis starts driving the transmission shaft, the splines combined on the first main axis will pass the clearance. The power train may comprise rotational speed sensors arranged on the first main axis and the output axis. Based on the signals from the rotational speed sensors, the control device can determine when there is movement through the gap. Suitably, movement within the clearance is determined when there is a temporary difference between the rotational speed and the first major axis and the rotational speed and the output axis. When there is movement within the clearance of the coupling mechanism, the first main axis rotates faster than the output shaft. In this way, when the said temporary deviation of the rotational speed is detected, it is concluded that this is caused by the clearance and in this period of time, the propulsion torque supplied on the first main axis corresponds to the auxiliary axis load.

[0029] The first gear pair comprises a first toothed wheel and a first pinion gear arranged in slot. The method can thus comprise detecting when the combined / engaged gear teeth of the first pinion gear are passing through the clearance where the propulsion torque provided on the first main shaft corresponds to the load applied by the energy consumer on the auxiliary shaft. The second gear pair comprises a toothed wheel and a second pinion gear arranged in lock.

[0030] The gearbox can comprise any number of gear pairs. Each gear pair comprises a sprocket arranged on the drive shaft and a pinion gear arranged on the first main shaft or the second main shaft. The sprockets can be configured to be mechanically connectable and disconnectable from the drive shaft. Pinion gears can be fixedly connected to the first main axis or the second main axis. When a sprocket is connected to the drive shaft, the rotational sprocket along with the drive shaft. When a sprocket is disconnected from the drive shaft, the sprocket can rotate with respect to the drive shaft. When the gear of a gear pair is connected to the drive shaft, a corresponding gear is engaged. In this way, a number of fixed gear steps can be obtained via the gearbox. A gear pair can thus be disconnected, the corresponding gear being disconnected from the drive shaft, and a gear pair can be connected, the corresponding gear being connected to the drive shaft. Alternatively, the sprockets can be physically connected to the transmission shaft and the pinion gears can be mechanically connected and disconnected from the first main shaft or the second main shaft. With a gearbox where the propulsion torque can be split between a first main shaft and a second main shaft, a gear pair can always be connected to the first main shaft and the transmission shaft. In this way, a gear associated with the first main shaft can always be engaged, even when propulsion torque is not provided on the first main shaft. Similarly, a gear pair can always be connected to the second main axis of the drive shaft.

[0031] The sprockets can be configured to be mechanically connected and disconnected to the transmission shaft or to the first main shaft or to the second main shaft by means of coupling elements. The coupling elements may each comprise an annular sleeve, which is displaced axially between a connected and a disconnected state. The sleeve can be moved between the connected and the disconnected state by means of an energy element.

[0032] Each gearbox gear pair has a transmission ratio, which is adapted to the vehicle's desired driving characteristics. The gear pair with a high transmission ratio, in relation to other gear pairs, is connected in a compatible manner when the bottom gear is engaged. The gear pair with the highest transmission ratio can be referred to as the start gear. The gear pair constituting the start gear can be connected to the second main shaft and the drive shaft. In this way, the vehicle can be started to move stationary without interrupting the power supply to the power consumer connected to the auxiliary axle.

[0033] The auxiliary shaft can be connected to the first main shaft through a first gear pair or any other gear / pinion gear pair connected to the first main shaft. An auxiliary pinion gear can be fixed to the auxiliary shaft. The auxiliary pinion gear can be arranged in conjunction with the first gear pair or any other gear pair connected to the first main shaft. The pinion gear can thus be arranged in engagement with the first pinion gear on the first main axis. The auxiliary axis being connected to the first main axis means that the power consumer connected to the auxiliary axis is not connected to the vehicle's propulsion.

[0034] According to an example, the at least one propulsion unit comprises a combustion engine, a first electric motor and a second electric motor. The gearbox can additionally comprise a first planetary gear connected to the combustion engine and the first main shaft; a second planetary gear connected to the first planetary gear and the second main axis, the first electric motor being connected to the first planetary gear and the second electric motor is connected to the second planetary gear. The step of controlling the power train may comprise controlling the combustion engine and / or the first electric motor and / or the second electric motor there to gradually transfer the propulsion torque from the second main axis to the first main axis. The power train is thus a hybrid power train in this example. This power train allows the gear to change without interrupting torque. Also, with the power train comprising two planetary gear units, conventional skid clutches between the combustion engine and the gearbox can be avoided.

[0035] The first planetary gear may comprise a first ring connected to the first electric motor. The first planetary gear may also comprise a first solar wheel and a first planetary wheel conveyor. The second planetary gear may comprise a second gear ring connected to the second electric motor. The second planetary gear may additionally comprise a second solar wheel and a second planetary wheel conveyor. The first planetary wheel conveyor can be connected to the combustion engine. The first planetary wheel loader can additionally be connected with the second solar wheel of the second planetary gear. The first main axis can be connected to the first solar wheel of the first planetary gear. The second main axis can be connected to the second planetary wheel conveyor. The first planetary wheel conveyor on the first planetary gear can be connected directly to the combustion engine via an input shaft. Alternatively, the first planetary wheel conveyor is connected to the combustion engine via the clutch device. The second planetary wheel conveyor on the second planetary gear can be connected directly to the second main shaft. The first sole wheel on the first planetary gear can be connected with the first main shaft and the second planetary wheel conveyor on the second planetary gear can be connected with the second main shaft. A first set of planetary wheels can be mounted on the first planetary wheel conveyor. A second set of planetary wheels can be mounted on the second planetary wheel carrier. The first set of planetary wheels interacts with the first ring gear and the first solar wheel. The second set of planetary wheels interacts with the second ring gear and the second solar wheel.

[0036] Electric motors, which are connected to planetary gears, can generate energy and / or supply torque depending on the desired mode of operation. Electric motors can also, in certain periods of operation, supply energy to each other.

[0037] A first and a second coupling device can be arranged between the planetary wheel conveyor and the solar wheel of the respective planetary gears. The coupling devices can be configured to connect (lock) the respective planetary wheel chargers with the respective solar wheel. When the planetary wheel conveyor and the solar wheel are connected with each other, the energy from the combustion engine will pass through the planetary wheel conveyor, the coupling device, the solar wheel and additionally along the first main axis and / or of the second main axis. In this way, the planetary wheels do not absorb any torque. The dimension of the planetary wheels can be adapted there only to the torque of the electric motor instead of the torque of the combustion engine, which in part means that the planetary wheels can be designated with smaller dimensions. Thus, a power train according to this example has a compact construction, low weight and a low manufacturing cost.

[0038] In order to disconnect a planetary wheel conveyor and a solar wheel from each other, the first and / or the second electric motor must be controlled, so that the torque balance is achieved in the planetary gear. The torque balance refers to a state where a torque acts on a ring gear arranged on the planetary gear, representing the torque product acting on the planetary wheel conveyor and the transmission ratio of the planetary gear, while simultaneously a torque acts on the planetary gear solar wheel, representing the torque product acting on the planetary wheel conveyor and (1 - planetary gear transmission ratio). In the event that two planetary gear components (the solar wheel, ring gear or planetary wheel conveyors) are connected by means of a coupling device, this coupling device does not transfer any torque between the planetary gear components when the torque balance prevails. Therefore, the coupling device can be easily moved and the planetary gear components can be disconnected.

[0039] According to another example of the description, the at least one propulsion unit comprises a combustion engine and the power train additionally comprises a double clutch arrangement to gradually transfer the propulsion torque from the second main shaft to the first main axis. The dual clutch arrangement may comprise two clutches, one connected to the first main axis and one connected to the second main axis. The double clutch arrangement is additionally connected to the combustion engine. When the clutches are in an engaged position, torque can be transferred from the combustion engine to the respective main gearbox shaft. The amount of torque being transferred through the clutches depends on the position of the clutches. When the clutches are in a disengaged position, no torque can be transferred from the combustion engine to the gearbox. In this way, by controlling the dual clutch arrangement, the propulsion torque of the combustion engine can be supplied on the first main shaft and / or on the second main shaft.

[0040] According to yet another example of the description, the power train comprises a first propulsion unit connected to the first main axis, and a second propulsion unit connected to the second main axis, the stage of controlling the power train it comprises controlling the first propulsion unit and the second propulsion unit to gradually transfer the propulsion torque from the second main axis to the first main axis. In this way, the second drive and propulsion can be controlled gradually to reduce the propulsion torque provided on the second main shaft and the first propulsion unit can be controlled to gradually increase the torque provided on the first main shaft.

[0041] The method for determining a load applied by an energy consumer to the powertrain can be performed as part of a method for changing the gear in the powertrain gearbox. When the power consumer is connected to a power train, the torque extracted through the power train (auxiliary shaft) is of importance to achieve a comfortable gear change. Thus, according to an example, a method for changing the gear in a power train as described here is provided. The method comprises, when the change of the second gear pair to a third gear pair connected to the first main axis and the transmission shaft, controlling the power train gradually transfers the propulsion torque from the second main axis to the first main axis; determine the load on the auxiliary shaft by detecting movement through a clearance in the first gear pair, whereby the propulsion torque provided on the first main shaft corresponds to the load on the auxiliary shaft; and control the gearbox on the shift shaft for the third gear pair. Controlling the gearbox to the third gear pair may comprise controlling a coupling element, so that the first gear pair is disconnected from the drive shaft and thus the third gear pair is connected to the drive shaft.

[0042] According to another aspect of the present description, a vehicle comprising a power train is provided. The power train comprises at least one propulsion unit; a gear box; and a control device. The gearbox comprises a first main axis; a second main axis; an output shaft connected to the vehicle's driving wheels; a drive shaft connected to the first main axis, the second main axis and the output axis; a first gear pair connected to the first main shaft and the drive shaft; a second gear pair connected to the second main shaft and the drive shaft; and an auxiliary shaft connected to the power consumer and the first main shaft, the first main shaft and the second main shaft being connectable to the first propulsion unit, so that the propulsion torque can be supplied on the first main shaft and the second main axis, the control device being configured to: control the power train to gradually transfer the propulsion torque from the second main axis to the first main axis; and determining the load applied by the energy consumer on the auxiliary shaft by detecting movement through a clearance of the first gear pair, whereby the propulsion torque provided on the first main shaft corresponds to the load applied by the energy consumer on the auxiliary shaft.

[0043] It will be appreciated that all the modalities described for aspects of the method of description carried out by the control device are also applicable for the vehicle and for the aspect of the description control device. That is, the control device can be configured to perform any of the steps of the method according to several examples described above.

[0044] The control device can be configured to control the power train to gradually transfer the propulsion torque from the second main axis to the first main axis while maintaining a demanded torque on the output shaft. The control device can be configured to detect movement through the gap based on a rotational speed of the drive shaft and a rotational speed of the first main axis. The control device can be configured to detect movement through the gap by detecting a temporary difference between the rotational speed of the first main axis and the rotational speed of the transmission axis. The control device can be configured to detect movement through the gap by detecting a deviation from a predetermined relationship between the rotational speed of the first main axis and the rotational speed of the transmission axis. The control device can be configured to detect movement through the gap based on the rotational speed of the first main axis and a rotational speed of the output axis. The control device can be configured to detect movement through the gap by detecting a temporary difference between the rotational speed of the first main axis and the rotational speed of the output axis.

[0045] The control device can be configured to control a combustion engine and / or a first electric motor and / or a second electric motor to gradually transfer the propulsion torque from the second main axis to the first main axis. The control device can be configured to control a double clutch arrangement to gradually transfer the propulsion torque from the second main axis to the first main axis. The control device can be configured to control a first propulsion unit and a second propulsion unit to gradually transfer the propulsion torque from the second main axis to the first main axis.

[0046] The power consumer connected to the auxiliary shaft may comprise a power take-off, an air compressor, an air conditioning device or the like.

[0047] The present description will now be illustrated further with reference to the attached figures.

[0048] Figure 1 shows a schematic side view of a vehicle. Vehicle 1 comprises a gearbox 2 and at least one propulsion unit 4, which are comprised in a powertrain 3 of vehicle 1. The at least one propulsion unit 4 is connected to gearbox 2, and the box running gear 2 is additionally connected to the driving wheels 6 of vehicle 1. At least one propulsion unit 4 can comprise an internal combustion engine and / or an electric motor. In the event that the vehicle 1 comprises at least two propulsion units 4, 14, 16, comprising an internal combustion engine 4 and at least one electric motor 14, 16, the power train 3 constitutes a hybrid power train. Vehicle 1 additionally comprises an energy consumer (not shown) connected to the power train 3 for energy supply.

[0049] Figure 2 schematically illustrates a power train 3 according to an example. The power train 3 can be comprised in a vehicle 1 as described in figure 1. The power train 3 comprises a gearbox 2 and at least one propulsion unit 4, 14, 16 connected to gearbox 2. In this example , the power train 3 comprises a combustion engine 4, a first electric motor 14 and a second electric motor 16. The combustion engine 4 is connected to gearbox 2 via an input shaft 8 of gearbox 2 Gearbox 2 comprises a first main axis 34; a second main axis 36; an output shaft 20 connected to the driving wheels 6 of the vehicle 1; a drive shaft 18 connected to the first main axis 34, the second main axis 36 and the output shaft 20; a first gear pair G1 connected to the first main shaft 34 and the drive shaft 18; and a second pair of gear G2 connected to the second main shaft and the transmission shaft 18. The first main shaft 34 and the second main shaft 36 are connectable to at least one propulsion unit 4, 14, 16 so that the torque of propulsion can be provided on the first main axis 34 and the second main axis 36 simultaneously.

[0050] The power train 3 additionally comprises an auxiliary shaft 120 connected to a PC power consumer and a first main axis 34 of the gearbox 2. The power consumer PC extracts the torque from the power train 3 through the auxiliary shaft 120 and applies a load to the powertrain 3 there. The auxiliary shaft 120 is connected to the first main shaft via, for example, the first gear pair G1 or any other gear pair connected to the first main shaft 34 and the drive shaft 18. An auxiliary pinion gear 122 can be arranged so that it is on auxiliary shaft 120. Auxiliary pinion gear 122 can thus be arranged in engagement with the first gear pair G1 or any other gear pair connected to the first main shaft 34 The auxiliary axis 120 being connected to the first main axis 34 means that the PC power consumer connected to the auxiliary axis 120 is not connected to the propulsion of the vehicle 1.

[0051] Gearbox 2 further comprises a first planetary gear 10 and a second planetary gear 12. The first planetary gear 10 is connected to the input shaft 8. The second planetary gear 12 is connected to the first planetary gear 10. The first planetary gear 10 comprises a first gear ring 22 connected to the first rotor 24 of the first electric motor 14. The first planetary gear 10 also comprises a first solar wheel 26 and a first planetary wheel conveyor 50. the second planetary gear 12 comprises a second gear ring 28 connected to a second rotor 30 of the second electric motor 16. The second planetary gear 12 additionally comprises a second solar wheel 32 and a second planetary wheel conveyor 51. The first planetary wheel conveyor 50 can be connected to the drive shaft output 8. The first planetary wheel conveyor 50 can be connected with the following n of the solar wheel 32 of the second planetary gear 12.

[0052] The first main axis 34 can be connected to the first solar wheel 26 of the first planetary gear 10. The second main axis 36 can be connected to the second planetary wheel conveyor 51. The first and second solar wheels 26, 32 can be arranged coaxially. The first main axis 34 can extend coaxially within the second main axis 36. It is also possible to arrange the first main axis 34 in parallel and close to the second main axis 36.

[0053] The first electric motor 14 can comprise a first stator 40 connected to a gearbox housing 42 surrounding the gearbox 2. The second electric motor 16 can comprise a second stator 44 connected to gear housing 42. The first electric motor 14 and the second electric motor 16 are connected to an energy storage device (not shown), such as a battery which, depending on the mode of operation of vehicle 1, can drive electric motors 14, 16. In other modes operation, electric motors 14, 16 can operate as generators, with power being supplied to the energy storage device. In some modes of operation, electric motor 14, 16 can drive one another. Electric energy is then taken from electric motors 14, 16 to other electric motors 14, 16.

[0054] A first set of planet wheels 52 is mounted on the first planet wheel carrier 50. A second set of planet wheels 54 is mounted on the second planet wheel carrier 51. The first set of planet wheels 52 interacts with the first ring gear 22 and the first solar wheel 26. The second set of planetary wheels 54 interacts with the second gear ring 28 and the second solar wheel 32.

[0055] A first coupling device 56 is arranged between the first solar wheel 26 and the first planetary wheel conveyor 50. When the first coupling device 56 is arranged, so that the first solar wheel 26 and the first wheel conveyor planetary 50 are connected to each other, the first solar wheel 26 and the first planetary wheel conveyor 50 cannot rotate with respect to each other. The first planetary wheel conveyor 50 and the first solar wheel 26 will rotate there at equal rotational speeds.

[0056] A second coupling device 58 is arranged between the second solar wheel 32 and the second planetary wheel conveyor 51. When the second device and coupling 58 is arranged, so that the second solar wheel 32 and the second wheel conveyor planetary 51 are connected with each other, the second solar wheel 32 and the second planetary wheel conveyor 51 cannot rotate with each other. The second planetary wheel conveyor 51 and the second solar wheel 32 will rotate at equal rotational speeds.

[0057] Preferably, the first and second coupling devices 56, 58 comprise a coupling sleeve equipped with splines, which are axially displaceable in a section equipped with splines in the first and second planetary wheel carriers 50, 51, and in a section equipped with splines on the respective solar wheels 26, 32.

[0058] The first and second coupling device 56, 58 according to this example are arranged between the first solar wheel 26 and the first planetary wheel carrier 50, and between the second solar wheel 32 and the second planetary wheel carrier 51, respectively. However, it is possible to arrange an additional or alternative coupling device (not shown) between the first gear ring 22 and the first planetary wheel conveyor 50, and also to arrange an additional or alternative coupling device (not shown) between the second ring gearbox and the second planetary wheel conveyor 51.

[0059] The first planetary wheel conveyor 50 in the first planetary gear 10 is, in this example, fixedly connected with the second solar wheel 32 of the second planetary gear 12.

[0060] The first gear pair G1 may comprise a first pinion gear 62 and a first gear wheel 64, which are in engagement with each other. The first pinion gear 62 can be arranged on the first main shaft 34 and the first sprocket 64 can be arranged on the drive shaft 18. The auxiliary pinion gear 122 on the auxiliary shaft 120 can be arranged in engagement with the first pinion gear 62 on the first main shaft 34. The second pair of gear G2 comprises a second pinion gear 68 and a second gear wheel 70, which are engaged with each other. The second pinion gear 68 can be arranged on the second main shaft 36 and the second sprocket 70 can be arranged on the drive shaft 18. Gearbox 2 may additionally comprise a third pair of gear G3 connected with the first main shaft and the drive shaft 18. The third gear pair G3 comprises a third pinion gear 74 and a third gear wheel 76, which are in engagement with each other. The third motor gear 74 can be arranged on the first main shaft 34 and the third gear wheel 76 can be arranged on the drive shaft 18. Auxiliary spinning gear 122 on the auxiliary shaft 120 can be arranged in engagement with the third pinion pair 74 on the first main shaft 34. Gearbox 2 may additionally comprise a fourth gear pair G4 connected to the second main shaft 36 and the drive shaft 18. The fourth gear pair G4 comprises a fourth pinion gear 80 and a fourth wheel toothed 82, which are in engagement with each other. The fourth pinion gear 80 can be arranged on the second main shaft 36 and the fourth sprocket 82 can be arranged on the drive shaft 18.

[0061] The first and third pinion gear 62, 74 can be fixedly connected to the first main axis 34, so that it cannot rotate in relation to the first main axis 34. The second and fourth pinion gears 68, 80 can be fixedly connected with the first main axis 36, so that they cannot rotate with respect to the second main axis 36.

[0062] The first, second, third and fourth sprockets 64, 70, 76, 82 can be individually connected and disconnected from the drive shaft 18 by means of a third and fourth coupling element 83, 85 Coupling elements 83, 85 can each comprise coupling sleeves configured to mechanically engage with grooved sections on sprockets 64, 70, 76, 82 and on the drive shaft 18. The first and third wheels sprockets 64, 76 can be connected / disconnected with a common coupling element 83, and the second and third sprocket 70, 82 can be connected / disconnected with a common coupling element 85. In the disconnected state, a relative rotation can occur between the sprockets 64, 70, 76, 82 and the drive shaft 18. In the connected state, the sprocket 64, 70, 76, 82 will rotate together with the drive shaft 18.

[0063] Gearbox 2 also comprises a fifth pair of G5 gear. The fifth gear pair G5 comprises a fifth gear wheel 92 arranged on the drive shaft 18 and a fifth pinion gear 94 arranged on the output shaft 20. The drive shaft 18 is connected to the output shaft 20 via a fifth pair of G5 gear. The fifth gear wheel 92 is arranged so that it can be connected and disconnected from the drive shaft 18 by means of a fifth coupling element 87. The fifth coupling element 87 can comprise a coupling sleeve configured to interact with the sections equipped with splines on the fifth gear wheel 92 and the drive shaft 18. In the disconnected state, a relative rotation can occur between the fifth gear wheel 92 and the drive shaft 18.

[0064] The propulsion torque can be transferred from the input shaft 8 of the gearbox 2 to the output shaft 20 of the gearbox 2 via a first or a second planetary gear 10, 12 and the transmission shaft 18. Torque transfer can also take place directly through the planetary gear 10 and the first main axis 34 to the output shaft 20 through a coupling mechanism 100. The coupling mechanism 100 can comprise a coupling sleeve equipped with splines, which is axially displaceable in the first main axis 34 and in the sections equipped with splines of the output shaft 20. By displacing the coupling element 100, so that the first main axis 34 is connected to the output axis 20, the first main axis 34 and the axis output 20 will have the same rotational speed. By disconnecting the fifth sprocket 92 from the drive shaft 18, the torque of the second planetary gear 12 can be transferred to the drive shaft 18, from the drive shaft 18 to the first main shaft 34, and finally to the output shaft 20 through the coupling mechanism 100.

[0065] During operation, gearbox 2 may in some operating modes operate so that solar wheels 26, 32 are connected to the first and second planetary wheel carriers 50, 51 by means of the first and second devices coupling 56, 58, respectively. The first and second main axles 34, 36 can then achieve the same rotational speed as the input shaft 8 of gearbox 2. Both and both electric motors 14, 16 can operate as a generator to generate electrical energy for a device of energy storage. Alternatively, the electric motor 14, 16 can supply additional torque in order to increase the torque on the output shaft 20.

[0066] It is also possible that both the first and the second electric motor 14, 16 generate energy for the energy storage device. At the engine brake, the driver releases the accelerator pedal (not shown) of the vehicle 1. The output shaft 20 of gearbox 2 then operates one or both electric motors 14, 16 while the combustion engine 4 and electric motors 14 , 16 brake the engine. This operating state is referred to as regenerative braking.

[0067] The power train 3 additionally comprises a control device 48. It should be understood that the control device 48 can be implemented as a separate entity or distributed in two or more physical entities. The control device 48 can comprise one or more control units and / or computers. The control device 48 can thus be implemented or carried out by the control device 48 comprising a processor and a memory comprising instructions which, when executed by the processor, cause the control device 48 to perform the method steps described here. The control device 48 can thus be configured to control the power train 3 to gradually transfer the propulsion torque from the second main axis 36 to the first main axis 34, and determine the load applied on the auxiliary axis 120 by the PC power consumer by detecting the movement through a clearance of the first gear pair G1, whereby the propulsion torque provided on the first main shaft 34 corresponds to the load applied on the auxiliary shaft 120 by the PC power consumer. The power train 3 may comprise rotational speed sensors 200 arranged, for example, on the first main axis 34, the transmission axis 18 and / or the output axis 20. Based on the signals from the rotational speed sensors 200, the device control unit 48 can detect movement through the clearance of the first G1 gear pair.

[0068] The control device 48 is connected to the electric motors 14, 16 to control the respective electric motor 14, 16. The control device 48 can be configured to collect information from the components of the power train 3 and based on this control electric motors 14, 16 to operate as electric motors or generators. The control device 48 can be a computer with compatible software for this purpose. The control device 48 can also be connected to the first and second coupling devices 56, 58, the third and fourth coupling elements 83, 85 and the coupling mechanism 100. These components are preferably activated and deactivated by the electrical signals of the device control 48.

[0069] The example in figure 2 shows four gear pairs G1, G2, G3, G4, and two planetary gears 10, 12 with associated electric motors 14, 16. However, it is possible to configure gearbox 2 with more or less pinion gears or sprockets, and with more planetary gears with associated electric motors.

[0070] Figure 3 schematically illustrates a power train 3 according to an example. The powertrain 3 can be comprised in a vehicle 1 as described in figure 1. The powertrain 3 comprises a gearbox 2 and at least one propulsion unit 4 connected to the gearbox 2. In this example, the at least a propulsion unit comprises a combustion engine 4. The combustion engine 4 is connected to gearbox 2 via a double clutch arrangement 300. Gearbox 2 comprises a first main shaft 34; a second main axis 36; an output shaft 20 connected to the driving wheels 6 of the vehicle 1; a drive shaft 18 connected to the first main shaft 34, the second main shaft 36 and the output shaft 20; a first gear pair G1 connected to the first main shaft 34 and the drive shaft 18; and a second gear pair G2 connected to the second main shaft 36 and the drive shaft 18. The first main shaft 34 and the second main shaft 36 are connectable to at least one drive unit 4, so that the drive torque can be provided on the first main axis and the second main axis 36 simultaneously. In this way, by controlling the double clutch arrangement 300, the torque can be transferred from the combustion engine 4 to the first main shaft 34 and / or to the second main shaft 36. The double clutch arrangement 300 may comprise a connected first clutch 301 to the first main shaft 34 and the second clutch 302 connected to the second main shaft 36. By controlling the first clutch 301, the propulsion torque provided on the first main shaft can be controlled. By controlling the second clutch 302, the propulsion stroke on the second main axis 36 can be controlled.

[0071] The power train 3 additionally comprises an auxiliary axis 120 connected to a PC power consumer and a first main axis 34 of the gearbox 2. The auxiliary axis 120 is connected to the first main axis via, for example, the first gear pair G1 or any other gear pair connected to the first main shaft 34. An auxiliary pinion gear 122 can be fixedly arranged on the auxiliary shaft 120. The auxiliary pinion gear 122 can thus be arranged in engagement with the first gear pair G1 or any other gear pair connected to the first main shaft 34.

[0072] The first gear pair G1 may comprise a first pinion gear 62 and a first gear wheel 64, which are engaged with each other. The first pinion gear 62 can be arranged on the first main shaft 34 and the first sprocket 64 can be arranged on the drive shaft 18. The auxiliary pinion gear 122 on the auxiliary shaft 120 can be arranged in engagement with the first pinion gear 62 on the first main shaft 34. The second pair of gear G2 comprises a second pinion gear 68 and a second gear wheel 70, which are in engagement with each other. The second pinion gear 68 can be arranged on the second main shaft 36 and the second sprocket 70 can be arranged on the drive shaft 18. Gearbox 2 may additionally comprise a third pair of gear G3 connected with the first main shaft 34 and with the transmission shaft 18. The third gear pair G3 comprises a third pinion gear 74 and a third gear wheel 76, which are engaged with each other. The third pinion gear 74 can be arranged on the first main shaft 34 and the third sprocket 76 can be arranged on the drive shaft 18. The auxiliary pinion gear 122 on the auxiliary shaft 120 can be arranged in engagement with the third pinion gear 74 on the first main shaft 34. Gearbox 2 may additionally comprise a fourth gear pair G4 connected to the second main shaft 36 and the drive shaft 18. The fourth gear pair G4 comprises a fourth pinion gear 80 and a fourth sprocket 82, which are in engagement with each other. The fourth pinion gear 80 can be arranged on the second main shaft 36 and the fourth sprocket 82 can be arranged on the drive shaft 18.

[0073] The first and third pinion gears 62, 74 can be fixedly connected to the first main axis 34, so that they cannot rotate in relation to the first main axis 34. The second and fourth pinion gears 68, 70 can be fixedly connected with the second main axis 36, so that they cannot rotate with respect to the second main axis 36.

[0074] The first, second, third and fourth sprockets 64, 70, 76, 82 can be connected individually and disconnected from the drive shaft 18 by means of coupling elements (not shown). In the disconnected state, a relative rotation can occur between the sprockets 64, 70, 76, 82 and the drive shaft 18. In the disconnected state, the sprockets 64, 70, 76, 82 will rotate together with the drive shaft 18.

[0075] Gearbox 2 also comprises a fifth pair of G5 gear. The fifth gear pair G5 comprises a fifth gear wheel 92 arranged on the drive shaft 18 and a fifth pinion gear 94 arranged on the output shaft 20. The drive shaft 18 is connected to the output shaft 20 via the fifth gear pair G5. The fifth sprocket 92 can be arranged so that it can be connected and disconnected to the drive shaft 18 by means of a coupling element. In the disconnected state, a relative rotation can occur between the fifth gear wheel 92 and the drive shaft 18.

[0076] Power train 3 additionally comprises a control device 48. It should be understood that the control device 48 can be implemented as a separate entity or distributed in two or more physical entities. The control device 48 can comprise one or more control units and / or computers. The control device 48 can thus be implemented or realized by a control device 48 comprising a processor and a memory, the memory comprising instructions, which when executed by the processor causes the control device 48 to perform the method steps described here. The control device 48 can thus be configured to control the power train 3 to gradually transfer the propulsion torque from the second main axis 36 to the first main axis 34, and determine the load applied on the auxiliary axis 120 by the PC power consumer by detecting the movement through a gap in the first gear pair G1, whereby the propulsion torque provided on the first main shaft 34 corresponds to the load applied on the auxiliary shaft 120 by the consumer of energy PC. The control device 48 can be configured to control the double clutch arrangement 300 to gradually transfer the propulsion torque from the second main axis 36 to the first main axis 34. The power train 3 may comprise rotational speed sensors 200 arranged, for example, for example, on the first main axis 34 and the transmission shaft 18. Based on the signals from the rotational speed sensors 200, the control device 48 can detect movement through the clearance of the first gear pair G1.

[0077] Figure 4 schematically illustrates a power train 3 according to an example. The powertrain 3 can be comprised in a vehicle 1 as described in figure 1. The powertrain 3 comprises a gearbox 2 and at least one propulsion unit 400 ', 400' 'connected to gearbox 2. In this case For example, the power train comprises a first propulsion unit 400 'and a second propulsion unit 400' '. The respective propulsion unit 400 ’, 400’ ’can comprise a combustion engine or an electric motor. Gearbox 2 comprises a first main axis 34; a second main axis 36; an output shaft 20 connected to the sprockets 6 of the vehicle 1; a drive shaft 18 connected to the first main axis 34, the second main axis 36 and the output shaft 20; a first gear pair G1 connected to the first main shaft 34 and the drive shaft 18; and a second gear pair G2 connected to the second main shaft 36 and the drive shaft 18. The first main shaft 34 is connected to the first drive unit 400 'and the second main shaft is connected to the second drive unit 400' '. In this way, the propulsion torque can be supplied on the first main axis 34 and the second main axis 36 simultaneously. In this way, by controlling the first drive unit 400 'and the second drive unit 400' ', the torque can be transmitted to the output shaft 20 through the first main axis 34 and / or the second main axis 36.

[0078] The power train 3 additionally comprises an auxiliary axis 120 connected to a PC power consumer and a first main axis 34 of the gearbox 2. The auxiliary axis 120 is connected with the first main axis via, for example, of the first gear pair G1 or any other gear pair connected to the first main shaft 34. The auxiliary pinion gear 122 can be arranged in a way on the auxiliary shaft 120. The auxiliary pinion gear 122 can thus be arranged in engagement with the first gear pair G1 or any other gear pair connected with the first main shaft 34.

[0079] The first gear pair G1 may comprise a first pinion pair 62 and a first gear wheel 64, which are in engagement with each other. The first pinion gear 62 can be arranged on the first main shaft 34 and the first sprocket 64 can be arranged on the auxiliary shaft 18. The auxiliary pinion gear 122 on the auxiliary shaft 120 can be arranged in engagement with the first pinion gear 62 on the first main shaft 34. The second pair of gear G2 comprises a second pair of pinion 68 and a second gear wheel 70, which are engaged with each other. The second pinion gear 68 can be arranged on the second main shaft 36 and the second sprocket 70 can be arranged on the drive shaft 18. Gearbox 2 may additionally comprise a third pair of gear G3 connected with the first main shaft 34 and the drive shaft 18. The third gear pair G3 comprises a third pinion gear 74 and a third gear wheel 76, which are in engagement with each other. The third pinion gear 74 can be arranged on the first main shaft 34 and the third sprocket 76 can be arranged on the drive shaft 18. The auxiliary pinion gear 122 on the auxiliary shaft 120 can be arranged in engagement with the third pinion gear 74 on the first main shaft 34. Gearbox 2 may additionally comprise a fourth gear pair G4 connected with the second main shaft 36 and the drive shaft 18. The fourth gear pair G4 comprises a fourth pinion gear 80 and a fourth gear wheel 82, which are engaged with each other. The fourth pinion gear 82 can be arranged on the drive shaft 18.

[0080] The first and third pinion gears 62, 74 can be fixedly connected to the first main axis 34, so that they cannot rotate in relation to the first main axis 34. The second and fourth pinion gears 68, 80 can be fixedly connected with the second main axis 36, so that they cannot rotate with respect to the second main axis 36.

[0081] The first, second, third and fourth sprockets 64, 70, 76, 82 can be individually connected and disconnected from the drive shaft 18 by means of coupling elements (not shown). In the disconnected state, a relative rotation can occur between the sprockets 64, 70, 76, 82 and the drive shaft 18. In the disconnected state, the sprocket 64, 70, 76, 82 will rotate together with the drive shaft 18.

[0082] Gearbox 2 also comprises a fifth pair of G5 gear. The fifth gear pair G5 comprises a fifth gear wheel 92 arranged on the drive shaft 18 and a fifth pinion gear 94 arranged on the output shaft 20. The drive shaft 18 is connected to the output shaft 20 via a fifth pair of G5 gear. The fifth gear wheel 92 is arranged so that it can be connected and disconnected from the drive shaft 18 by means of a coupling element. In the disconnected state, a relative rotation can occur between the fifth gear wheel 92 and the drive shaft 18.

[0083] The power train 3 additionally comprises a control device 48. It should be understood that the control device 48 can be implemented as a separate entity or distributed in two or more physical entities. The control device 48 can comprise one or more units and control and / or computers. The control device 48 can thus be implemented or realized by the control device 48 comprising a processor and a memory, the memory comprising instructions, which when executed by the processor causes the control device 48 to perform the method steps described here. The control device 48 can thus be configured to control the power train 3 to gradually transfer the propulsion torque from the second main axis 36 to the first main axis 34, and determine the load applied by the PC power consumer on the auxiliary axis 120 and detect movement through a gap in the first gear pair G1, whereby the propulsion torque provided on the first main shaft 34 corresponds to the load applied on the auxiliary shaft 120 by the PC power consumer. The control device 48 can be configured to control the first propulsion unit 400 'and the second propulsion unit 400' 'to gradually transfer the propulsion torque from the second main axis 36 to the first main axis 34. The power train 3 can comprise rotational speed sensors 200 arranged, for example, on the first main axis 34 and the transmission axis 18. Based on the signals from the rotational speed sensors 200, the control device 48 can detect movement through the clearance of the first pair G1 gearbox.

[0084] Figure 5 shows a flowchart for a method to determine a load applied by a PC power consumer in a vehicle power train according to an example. The power train 3 can be configured as described in figure 2, in figure 3 or in figure 4. The power train 3 can thus refer to a vehicle 1 as described in figure 1. The power train 3 thus comprises the at least one propulsion unit 4, 14, 16, 400 ', 400' 'and a gearbox 2. Gearbox 2 comprises: a first main axle 34; a second main axis 36; an output shaft 20 connected to driving wheels 6 of vehicle 1; a drive shaft 18 connected to the first main shaft 34, the second main shaft 36 and the output shaft 20; a first gear pair G1 connected to the first main shaft 34 and the drive shaft 18; a second gear pair G2 connected to the second main shaft 36 and the drive shaft 18; and an auxiliary axis 120 connected to a PC power consumer and the first main axis 34, the first main axis 34 and the second main axis 36 being connectable to at least one propulsion unit 4, 14, 16, 400 ', 400 '', so that the propulsion torque can be supplied on the first main axis 34 and on the second main axis 36. The method comprises: controlling s101 the power train 3 to gradually transfer the propulsion torque from the second main axis 36 to the first main axis 34; and determine s102 the load applied by the PC power consumer on the auxiliary shaft 120 by detecting movement through the clearance of the first gear pair G1, with the propulsion torque on the first main shaft 34 corresponding to the load applied on the auxiliary shaft 120 by the consumer of PC power.

[0085] Controlling s101 the power train 3 to gradually transfer the propulsion torque from the second main axis 36 to the first main axis 34 can comprise maintaining the same propulsion torque Tout on the output shaft 20. Thus, the increase in torque propulsion torque T1 applied to the first main axis 34 may correspond to a decrease in propulsion torque T2 applied to the second main axis 36. The propulsion torque during the period is described in figure 6.

[0086] The movement through the gap can be determined based on a rotational speed of the drive shaft 18 and a rotational speed of the first main axis 34. Movement through the gap can be detected based on an upstream rotational speed and downstream of the first G1 gear pair. Based on the signals from the speed sensors 200, the control device 48 can determine when there is movement within the clearance. Movement within the clearance can be detected when there is a temporary difference between the first measured rotational speed of the first main axis 34 and a second calculated rotational speed of the first main axis 34. The second calculated rotational speed of the first main axis 34 can be calculated based on the speed of the drive shaft 18 and the transmission ratio of the currently engaged gear pair G1, G3.

[0087] Movement within the gap can be detected based on a rotational speed of the first main axis 34 and the rotational speed of the output shaft 20. Movement within the gap can be detected when there is a temporary difference between the rotational speed and the first main shaft 34 and the rotational speed of the output shaft 20.

[0088] The step of controlling s102 the power train 3 may comprise controlling a combustion engine 4 and / or a first electric motor 14 and / or a second electric motor 16 to gradually transfer the propulsion torque from the second main shaft 36 to the first main axis 34.

[0089] The step of controlling the power train 3 can alternatively comprise controlling a double clutch arrangement 300 to gradually transfer the propulsion touch from the second main axis 36 to the first main axis 34.

[0090] The step of controlling s102 power train 3 may alternatively comprise controlling a first propulsion unit 400 'and a second propulsion unit 400' 'to gradually transfer the propulsion torque from the second main axis 36 to the first main axis 34.

[0091] Figure 6 shows diagrams related to the method as described in figure 5 according to an example. The upper diagram shows a Tout drive torque supplied on the output shaft 20 during the period as a continuous line. The Tout propulsion torque provided on the output shaft 20 is kept the same during the method performed. The upper diagram additionally shows the propulsion torque T1 provided on the first main axis 34 as the dotted line and the propulsion torque T2 provided on the second main axis 36 as a double dashed line. Propulsion torque means the torque supplied by at least one propulsion unit 4, 14, 16, 400 ’, 400’ ’. The PC power consumer connected to the auxiliary shaft 120 extracts the torque from the power train 3 and applies a load there on the first main axis 34. The resulting torque T1tot acting on the first main axis 34 is shown in the upper diagram and is the propulsion torque T1 supplied on the first main axis 34 minus the torque corresponding to the load applied by the PC power consumer. Thus, the difference between the propulsion torque T1 provided on the first main axis 34 and the resulting torque from T1tot acting on the first main axis 34 corresponds to the load applied by the PC power consumer.

[0092] When the method is started, the propulsion torque can be provided on the second main axis 36 only. However, once the PC power consumer is connected to gearbox 2, some of the propulsion torque T2 provided on the second main axis 36 will be transmitted to the PC power consumer via a transmission axis 18 and the first main axis 34. The drive shaft 18 will thus drive the first main shaft 34. The sprocket 64 of the first gear pair G1 being arranged on the drive shaft 18 will drive the pinion gear 62 there on the first main shaft 34 and the auxiliary shaft 120 will be. driven as it is connected to the first main axis 34. The Tout drive torque provided on the output shaft 20 is therefore the propulsion torque T2 provided on the second main axis 36 minus the load applied by the PC power consumer. When no propulsion torque is provided on the first main axis 34, the resulting torque T1tot acting on the first main axis 34 is a negative torque corresponding to the load of the PC power consumer.

[0093] When the control device 48 controls the power train 3 to gradually transfer the propulsion torque from the second main axis 36 to the first main axis 34 it means that the control device 48 controls the power train 3, so that the propulsion torque T2 provided on the second main axis 36 gradually decreases and the propulsion torque T1 provided on the first main axis 34 increases gradually.

[0094] When the propulsion torque T1 provided on the first main axis 34 corresponds to the load applied by the PC power consumer, the resulting torque T1tot acting on the first main axis 34 is zero Nm. From this moment on, the propulsion torque T1 provided on the first main axis 34 it will drive the PC power consumer and no propulsion torque T2 provided on the second main axis 36 will drive the PC power consumer. In this way, the propulsion torque T2 provided on the second main axis 36 will now be the propulsion torque Tout provided on the output shaft 20. When no propulsion torque T2 provided on the second main axis 36 is transferred through the first gear pair G1 and the resulting torque T1tot acting on the first main axis 34 is zero, the torque balance is achieved on the first gear pair G1. When the propulsion torque T1 provided on the first main axis 34 is additionally increased, the resulting torque T1tot acting on the first main axis 34 will increase and be transmitted to the output shaft 20. In this way, the propulsion torque Tout supplied on the output shaft 20 will comprise the propulsion torque T1 provided on the first main axis 34 and the propulsion torque T2 provided on the second main axis 36.

[0095] When the propulsion torque T1 provided on the first main shaft 34 is transmitted through the first gear pair G1 to the transmission shaft 18 and to the output shaft 20, the pinion gear 62 on the first main shaft 34 will drive in instead the sprocket 64 on the drive shaft 18. In the transition from the state where the sprocket 64 drives the pinion gear 62 to the state where the pinion gear 62 drives the sprocket 64, the pinion gear 62 will move through the play until the teeth of the pinion gear 62 apply force to the teeth of the sprocket 64.

[0096] The bottom diagram of figure 6 shows a rotational speed of the first main axis 34 during the period. The background diagram shows a first rotational speed rpm1 of the first main axis 34 determined / measured by means of a sensor 200 arranged on the first main axis 34. The background diagram also shows a second rotational speed rpm2 of the first main axis 34 determined by means of of a sensor 200 on the drive shaft 18. The second rotational speed rpm2 of the first main shaft 34 is thus calculated based on the rotational speed of the drive shaft 18 and the transmission ratio of the currently engaged gear pair G1, G3. When the pinion gear 62 moves through the gap, the rotational speed of the first main axis 34 will be increased. The first rotational speed rpm1 (measured value) will here become greater than the second rotational speed rpm2 (calculated value). This temporary increase in the first rotational speed rpm1 compared to the second rotational speed rpm2 can be detected and at that moment the load of the PC power consumer can be determined to correspond to the propulsion torque T1 provided on the first main axis 34.

[0097] Figure 7 schematically illustrates a version of a device 500. The control device 48 described with reference to figure 2, figure 6 may in one version comprise device 500. Device 500 comprises a non-volatile memory 520, a unit data processing 510 and a write / read memory 550. Non-volatile memory 520 has a first memory element 530 in which a computer program, for example, an operating system, is stored to control the function of the device 500. The device 500 additionally 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 interrupt controller (not pictured) ). Non-volatile memory 520 also has a second memory element 540.

[0098] A computer program P is provided which comprises routines to control the power train to gradually transfer the propulsion torque from the second main axis to the first main axis. The computer program P additionally comprises routines for determining the load on the auxiliary shaft by detecting when the combined gear teeth of the first gear pair are moved within a clearance of the first gear pair, whereby the propulsion torque provided on the first main shaft corresponds to the load on the auxiliary shaft. The program P can be stored in an executable form or in a compressed form in a memory 560 and / or in a write / read memory 550.

[0099] Where the data processing unit 510 is described as performing a certain function, it means that the data processing unit 510 performs a certain part of the program stored in memory 560 or a certain part of the program stored in writing memory / reading 550.

[0100] 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. data 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. The write / read memory 550 is adapted to communicate with the data processing unit 510 via a data bus 514.

[0101] When data is received on data port 599, it is temporarily stored in the second memory element 540. When the incoming data received has been stored temporarily, data processing unit 510 is prepared to perform code execution as described above.

[0102] Parts of the methods described here can be performed by device 500 through data processing unit 510, which executes the program stored in memory 560 or in write / read memory 550. When device 500 executes the program, the methods described here are performed.

[0103] The aforementioned description of the preferred embodiments of the present invention is provided for illustrative and descriptive purposes. It is not intended to be exhaustive or restrict the invention to the variants described. Many modifications and variations will obviously be apparent to a person skilled in the art. The modalities were chosen and described in order to better explain the principles of the invention and its practical applications and therefore make it possible for specialists to understand the invention for various modalities and with several modifications appropriate to their intended use.

Claims (19)

Method, performed by a control device (48), to determine a load applied by an energy consumer (PC) to a power train (3) of a vehicle (1), the power train (3) comprising at least a propulsion unit (4, 14, 16, 400 ', 400'') and a gearbox (2), characterized by the fact that it comprises:
a first main axis (34);
a second main axis (36);
an output shaft (20) connected to the driving wheels (6) of the vehicle (1);
a drive shaft (18) connected to the first main shaft (34), the second main shaft (36) and the output shaft (20);
a first gear pair (G1) connected to the first main shaft (34) and the drive shaft (18);
a second gear pair (G2) connected to the second main shaft (36) and the drive shaft (18); and
an auxiliary axis (120) connected to the emergency consumer (PC) and the first main axis (34),
the first main axis (34) and the second main axis (36) being connectable to at least one propulsion unit (4, 14, 16, 400 ', 400''), so that the propulsion torque can be provided on the first main axis (34) and the second main axis (36), the method comprising:
control (s101) the power train (3) to gradually transfer the propulsion torque from the second main axis (36) to the first main axis (34); and
determine (s102) the load applied by the energy consumer (PC) on the auxiliary shaft (120) by detecting movement within the clearance of the first gear pair (G1), through which the propulsion torque (T1) provided on the first main shaft ( 34) corresponds to the load applied by the energy consumer (PC) on the auxiliary shaft (120). Method according to claim 1, characterized by the fact that controlling (s101) the power train (3) to gradually transfer the propulsion torque from the second main axis (36) to the first main axis (34) comprises maintaining the same propulsion torque (Tout) on the output shaft (20). Method according to claim 1 or 2, characterized in that the movement within the gap is detected based on a rotational speed (rpm1) upstream of the first gear pair (G1) and a rotational speed (rpm2) downstream of the first gear pair (G1). Method according to claim 3, characterized by the fact that movement within the gap is detected when there is a temporary difference between a first measured rotational speed (rpm1) of the first main axis (34) and a second rotational speed (rpm2) of the first main axis (34) calculated based on the rotational speed of the transmission shaft (18). Method according to claim 1 or 2, characterized in that the movement within the gap is detected based on a rotation angle of the first main axis (34) and a rotation angle of the transmission shaft (18). Method according to any one of claims 1 to 5, characterized in that the at least one propulsion unit comprises a combustion engine (4), a first electric motor (14) and a second electric motor (16), and a gearbox (2) additionally comprises a first planetary gear (10) connected to a combustion engine (4) and a first main shaft (34); a second planetary gear (12) connected to the first planetary gear (10) and to the second main axis (36), the first electric motor (14) being connected to the first planetary gear (10) and the second electric motor (16) the second planetary gear (12) is connected, and the step of controlling (s101) the power train (3) comprises controlling the combustion engine (4) and / or the first electric motor (14) and / or the second electric motor (16) to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34). Method according to any one of claims 1 to 4, characterized in that the at least one propulsion unit comprises a combustion engine (4) and a power train (3) additionally comprising a double clutch arrangement (300) , the step of controlling (s101) the power train (3) comprises controlling the double clutch arrangement (300) to gradually transfer the propulsion torque from the second main axis (36) to the first main axis (34). Method according to any one of claims 1 to 4, characterized in that the power train (3) comprises a first propulsion unit (400 ') connected to the first main axis (34), and a second propulsion unit (400) 400 '') connected to the second main axis (36), the step of controlling (s101) the power train (3) comprises controlling the first propulsion unit (400 ') and the second propulsion unit (400' ' ) to gradually transfer the propulsion torque from the second main axis (36) to the first main axis (34). Method according to any one of claims 1 to 8, characterized in that the method is carried out as part of a process for changing the gear in the gearbox (2). Computer program (P), characterized by the fact that it comprises instructions that, when the program is executed by a computer (48; 500), causes the computer (48, 500) to perform the method according to any of the claims previous ones. Computer-readable medium (P), characterized by the fact that it comprises instructions that, when executed by a computer (48; 500), causes the computer (48, 500) to perform the method as defined in any one of claims 1 to 9. Vehicle (1) comprising a power train (3), the power train (3) characterized by the fact that it comprises:
at least one propulsion unit (4, 14, 16, 400 ', 400'');
a gearbox (2); and
a control device (48),
the gearbox (2) comprising:
a first main axis (34);
a second main axis (36);
an output shaft (20) connected to the driving wheels (6) of the vehicle (1);
a drive shaft (18) connected to the first main shaft (34), the second main shaft (36) and the output shaft (20);
a first gear pair (G1) connected to the first main shaft (34) and the drive shaft (18);
a second gear pair (G2) connected to the second main shaft (36) and the drive shaft (18); and
an auxiliary axis (120) connected to the emergency consumer (PC) and the first main axis (34),
the first main axis (34) and the second main axis (36) being connectable to at least one propulsion unit (4, 14, 16, 400 ', 400''), so that the propulsion torque can be supplied on the first main axis (34) and the second main axis (36), the control device (48) being configured to:
controlling the power train (3) to gradually transfer the propulsion torque from the second main axis (36) to the first main axis (34); and
determine the load applied by the energy consumer (PC) on the auxiliary shaft (120) by detecting movement within the clearance of the first gear pair (G1), whereby the propulsion torque (T1) provided on the first main shaft (34) corresponds the load applied to the auxiliary shaft (120) by the energy consumer (PC). Vehicle (1) according to claim 12, characterized by the fact that the control device (48) is configured to control the power train (3) to gradually transfer the propulsion torque from the second main axis (36) to the first main shaft (34) while maintaining the same propulsion torque (Tout) on the output shaft (20). Vehicle (1) according to claim 12 or 13, characterized in that the control device (48) is configured to detect movement within the clearance based on a rotational speed (rpm1) upstream of the first gear pair (G1) and a rotational speed (rpm2) downstream of the first gear pair (G1). Vehicle (1) according to claim 14, characterized by the fact that the control device (48) is configured to detect movement within the clearance by detecting a temporary difference between a first measured rotational speed (rpm1) of the first main axis ( 34) and a second rotational speed (rpm2) of the first main axis (34) calculated based on the rotational speed of the transmission axis (18). Vehicle (1) according to any one of claims 12 to 15, characterized in that at least one propulsion unit comprises a combustion engine (4), a first electric motor (14) and a second electric motor (16) , and a gearbox (2) additionally comprises a first planetary gear (10) connected to the combustion engine (4) and the first main shaft (34); a second planetary gear (12) connected to the first planetary gear (10) and to the second main axis (36), the first electric motor (14) being connected to the first planetary gear (10) and the second electric motor (16) the second planetary gear (12) is connected, the control device (48) being configured to control the combustion engine (4) and / or the first electric motor (14) and / or the second electric motor (16) to gradually transfer the propulsion torque from the second main axis (36) to the first main axis (34). Vehicle (1) according to claim 16, characterized by the fact that the combustion engine (4) is connected with a first planetary wheel conveyor (50) of the first planetary gear (10), and the second main axis (36) is connected with a planetary wheel conveyor (51) of the second planetary gear (12). Vehicle (1) according to any one of claims 12 to 15, characterized in that at least one propulsion unit comprises a combustion engine (4) and the power train (3) additionally comprises a double clutch arrangement ( 300), the control device (48) being configured to control the double clutch arrangement (300) to gradually transfer the propulsion torque from the second main shaft (36) to the first main shaft (34). Vehicle (1) according to any one of claims 12 to 15, characterized in that the power train (3) comprises a first propulsion unit (400 ') connected to the first main axis (34), and a second unit drive unit (400 '') connected to the second main axis (36), the control device (48) being configured to control the first drive unit (400 ') and the second drive unit (400' ') to gradually transfer the propulsion torque from the second main axis (36) to the first main axis (34).

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