SE1950335A1

SE1950335A1 - A method, a vehicle, a computer program and a computer-readable medium for determining a load applied by a power consumer on a powertrain

Info

Publication number: SE1950335A1
Application number: SE1950335A
Authority: SE
Inventors: Fredrik Sundén; Johan Lindström; Mathias Björkman; Mikael Bergquist; Niklas Pettersson
Original assignee: Scania Cv Ab
Priority date: 2019-03-19
Filing date: 2019-03-19
Publication date: 2020-09-20
Also published as: BR102020004789A2; SE543264C2; DE102020001248A1

Abstract

The invention relates to a method, performed by a control device (48), for determining a load applied by a power consumer (PC) on a powertrain (3) of a vehicle (1), the powertrain (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 shaft (36); an output shaft (20) connected to drive wheels (6) of the vehicle (1); a lay 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 lay shaft (18); a second gear pair (G2) connected to the second main shaft (36) and the lay shaft (18); and an auxiliary shaft (120) connected to the power consumer (PC) and the first main shaft (34), wherein the first main shaft (34) and the second main shaft (36) are connectable to the at least one propulsion unit (4, 14, 16, 400’, 400”), so that propelling torque can be provided on the first main shaft (34) and the second main shaft (36), the method comprising: controlling (s101) the powertrain (3) to gradually transfer propelling torque from the second main shaft (36) to the first main shaft (34); and determining (s102) the load applied by the power consumer (PC) on the auxiliary shaft (120) by detecting movement within a backlash of the first gear pair (G1), whereby the propelling torque (T1) provided on the first main shaft (34) corresponds to the load on the auxiliary shaft (120).

Description

A method for determining a load applied by a power consumer on a powertrain TECHNICAL FIELD The present invention relates to a method for determining a load applied by a power consumeron a powertrain of a vehicle. The invention also relates to a vehicle comprising a powertrain, a computer program and a computer-readable medium.

BACKGROUND A vehicle powertrain may not only be used to propel a vehicle but it may also be configuredto provide energy to power consumers such as power take-offs (PTO) and other auxiliaryfunctions. A power take-off may be used to transmit power/energy to attached implements ofthe vehicle or to separate machines. A power take-off may thus be used to drive a pump, op-erating a boom, operating a mixer or similar. Power take-offs are typically connected to a layshaft of a gearbox, whereby the lay shaft drives the power take-off. With this arrangement,energy will only be provided to the power take-off when the vehicle is moving and the layshaft is rotating. Shifting gear in a gearbox may require torque balance or synchronized rota-tional speeds in order to achieve good comfort and reduce wear of gearboX components. Witha power take-off connected to the gearbox, it is necessary to know the load applied on the layshaft by the power take-off and based on this control the gearbox to achieve torque balance.Normally, the load applied by the power take-off is determined by means of different torquesensors arranged on the connected power take-off. The sensors are thus provided by the man-ufacturer of the power take-off and not by the vehicle manufacturer. Interfaces between thesensors and the vehicle control systems are thereby required which may be complicated and risky.

Document US 7252623 B2 discloses a method for determining the auxiliary load on an engineof a vehicle equipped with a power take-off, comprising the step of monitoring a shaft speedinto a PTO clutch as well as a shaft speed downstream of the PTO clutch to determine clutchslippage. A commanded pressure at the point where slippage occurred is determined and an equivalent engine power going to the PTO from the commanded pressure at slippage is calcu- lated to determine the proportion of the engine load signal that is going to the PTO versus the drive wheels.

SUMMARY Despite known solutions in the field, it would be desirable to achieve a method for determin-ing a load applied by a power consumer on a powertrain, which solves or at least alleviates at least some of the drawbacks of the prior art.

An object of the present invention is therefore to achieve a new and advantageous method fordeterrnining a load applied by a power consumer on a powertrain of a vehicle, which methodis easier and enables a less complex and less expensive powertrain. Another object is toachieve a new and advantageous vehicle, which enables efficient power transfer to a powerconsumer when the vehicle is standing still as well as during propulsion. Another object of theinvention is to achieve a new and advantageous vehicle, computer program and computer- readable medium.

The herein mentioned objects are achieved by a method, a vehicle, a computer program, and a computer-readable medium according to the independent claims.

Hence, according to an aspect of the present invention a method, performed by a control de-vice, for detern1ining a load applied by a power consumer on a powertrain of a vehicle is pro-vided. The powertrain comprises at least one propulsion unit and a gearbox, wherein the gear-box comprises: a first main shaft; a second main shaft; an output shaft connected to drivewheels of the vehicle; a lay shaft connected to the first main shaft, the second main shaft andthe output shaft; a first gear pair connected to the first main shaft and the lay shaft; a secondgear pair connected to the second main shaft and the lay shaft; and an auXiliary shaft connect-ed to a power consumer and the first main shaft, wherein the first main shaft and the secondmain shaft are connectable to the at least one propulsion unit, so that propelling torque can beprovided on the first main shaft and/or the second main shaft. The method comprises: control-ling the powertrain to gradually transfer propelling torque from the second main shaft to thefirst main shaft; and deterrnining the load applied by the power consumer by detecting move-ment through a backlash of the first gear pair, whereby the propelling torque provided on the first main shaft corresponds to the load applied by the power consumer on the auXiliary shaft.

According to another aspect of the invention, a vehicle comprising a powertrain is provided.The powertrain comprising: at least one propulsion unit, a gearbox; and a control device. Thegearbox comprises: a first main shaft; a second main shaft; an output shaft connected to drivewheels of the vehicle; a lay shaft connected to the first main shaft, the second main shaft andthe output shaft; a first gear pair connected to the first main shaft and the lay shaft; a secondgear pair connected to the second main shaft and the lay shaft; and an auXiliary shaft connect-ed to a power consumer and the first main shaft, wherein the first main shaft and the secondmain shaft are connectable to the at least one propulsion unit, so that propelling torque can beprovided on the first main shaft and the second main shaft, wherein the control device is con-figured to: control the powertrain to gradually transfer propelling torque from the secondmain shaft to the first main shaft; and determine the load applied by the power consumer bydetecting movement through a backlash of the first gear pair, whereby the propelling torqueprovided on the first main shaft corresponds to the load applied by the power consumer on the auXiliary shaft.

There are many different ways of providing a power consumer with power from a powertrain.As mentioned above, one common solution is to connect the power consumer comprising apower take-off to a lay shaft of the powertrain. However, if this is the case, the power con-sumer will only be driven when the vehicle is moving and the lay shaft thus rotates. With agearboX having two main shafts where the propelling torque can be split/divided between themain shafts, and with an auXiliary shaft arranged in connection with one of the main shafts,the power consumer connected to the auXiliary shaft can be driven by said main shaft whenthe vehicle is standing still and the main shaft is not connected to the output shaft. Further-more, with a powertrain according to the invention, the power consumer can be driven by oneof the main shafts while the other main shaft provides/transmits propelling torque to the out-put shaft. With an auXiliary shaft connected to the power consumer and one of the mainshafts, controlling the propelling torque on the different main shafts can be used to determine the load applied by the power consumer. This way, no eXtemal torque sensors are required.

The power consumer eXtracts torque from the powertrain via the auXiliary shaft and therebyapplies a load on the first main shaft. When propelling torque is provided only on the secondmain shaft, the resulting torque acting on the first main shaft will be the negative (eXtracted) torque corresponding to the load applied by the power consumer. When the resulting torque on the first main shaft is negative, the first main shaft will be driven by the lay shaft via thefirst gear pair connected to the lay shaft and the first main shaft. The auXiliary shaft, and thepower consumer connected to the auXiliary shaft, will thereby be driven by the first mainshaft. Thus, some of the propelling torque provided on the second main shaft will be transn1it-ted to the first main shaft and the auXiliary shaft to drive the power consumer. The first gearpair connected to the lay shaft and the first main shaft comprises a gear wheel connected oneach shaft. When propelling torque provided on the second main shaft drives the first mainshaft, the gear wheel on the lay shaft will drive the gear Wheel on the first main shaft. Bygradually transferring propelling torque from the second main shaft to the first main shaft,propelling torque will be provided on both the first main shaft and the second main shaft. Theresulting torque acting on the first main shaft will then be the propelling torque provided onthe first main shaft by the at least one propulsion unit minus the torque corresponding to theload applied by the power consumer. When the propelling torque provided on the first mainshaft is large enough to drive the power consumer, no propelling torque provided on the sec-ond main shaft will drive the first main shaft. Thus, when the resulting torque acting on thefirst main shaft is positive, the first main shaft will drive the lay shaft. When the propellingtorque provided on the first main shaft corresponds to the load applied by the power consum-er, the resulting torque acting on the first main shaft will be zero Nm. Torque balance isthereby achieved over the first gear pair. When the propelling torque provided on the firstmain shaft is further increased, propelling torque provided on the first main shaft will drivethe lay shaft. When propelling torque provided on the first main shaft is transmitted throughthe first gear pair to the lay shaft and the output shaft, the gear wheel on the first main shaftwill instead drive the gear wheel on the lay shaft. In the transition from the state where the layshaft drives the first main shaft to the state where the first main shaft drives the lay shaft, thegear wheel on the first main shaft will pass the backlash. Thus, by detecting movementthrough the backlash, a state where the resulting torque on the first main shaft is essentiallyzero is identified and the load applied by the power consumer can be determined by detern1in-ing the propelling torque provided on the first main shaft. By this method, no additional sen-sor devices are required and the powertrain is thereby less expensive and less complex. Also,there is no need for third party sensors and the vehicle manufacturer can provide control of the powertrain based on its own systems. Safety is thereby increased.

Further objects, advantages and novel features of the present invention will become apparent to one skilled in the art from the following details, and also by putting the invention into prac- tice. Whereas examples of the invention are described below, it should be noted that it is notrestricted to the specific details described. Specialists having access to the teachings hereinwill recognise further applications, modifications and incorporations within other fields, which are within the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS For fuller understanding of the present invention and further objects and advantages of it, thedetailed description set out below should be read together with the accompanying drawings,in which the same reference notations denote similar items in the various diagrams, and in which: Fig. l schematically illustrates a side view of a vehicle according to an example; Fig. 2 schematically illustrates a powertrain of a vehicle according to an example;Fig. 3 schematically illustrates a powertrain of a vehicle according to an example;Fig. 4 schematically illustrates a powertrain of a vehicle according to an example;Fig. 5 shows a ﬂow chart of a method for determining a load on an auxiliary shaft ac- cording to an example; Fig. 6 shows diagrams according to an example; and Fig. 7 schematically illustrates a computer according to an example.

DETAILED DESCRIPTION According to an aspect of the present disclosure, a method, performed by a control device, fordeterrnining a load applied by a power consumer on a powertrain of a vehicle is provided. The powertrain comprises at least one propulsion unit and a gearbox. The gearbox comprises: a first main shaft; a second main shaft; an output shaft connected to drive wheels of the vehicle;a lay shaft connected to the first main shaft, the second main shaft and the output shaft; a firstgear pair connected to the first main shaft and the lay shaft; a second gear pair connected tothe second main shaft and the lay shaft; and an auXiliary shaft connected to a power consumerand the first main shaft, wherein the first main shaft and the second main shaft are connecta-ble to the at least one propulsion unit, so that propelling torque can be provided on the firstmain shaft and the second main shaft, the method comprising: controlling the powertrain togradually transfer propelling torque from the second main shaft to the first main shaft; anddeterrnining the load applied by the power consumer by detecting movement through a back-lash of the first gear pair, whereby the propelling torque provided on the first main shaft cor- responds to the load applied by the power consumer on the auXiliary shaft.

The first main shaft and the second main shaft may be connectable to the at least one propul-sion unit, so that propelling torque can be provided on the first main shaft and the secondmain shaft simultaneously. Propelling torque may thus be provided in parallel. Propellingtorque is herein defined as torque provided by means of the at least one propulsion unit topropel the vehicle. Thus, the first main shaft and the second main shaft may be arranged, sothat propelling torque provided by means of the at least one propulsion unit can be divid- ed/ split between the first main shaft and the second main shaft.

Controlling the powertrain to gradually transfer propelling torque from the second main shaftto the first main shaft means that the powertrain is controlled, so that propelling torque pro-vided on the second main shaft is gradually reduced and so that propelling torque provided onthe first main shaft is gradually increased. Suitably, the method is initiated when propellingtorque is provided only on the second main shaft. Thus, at the start of the method, essentiallyno propelling torque is provided on the first main shaft. The propelling torque provided on theoutput shaft is thus transrnitted only from the second main shaft and the lay shaft. When thepropelling torque is gradually transferred from the second main shaft to the first main shaft,the propelling torque on the output shaft is transmitted from both the first main shaft and the second main shaft.

A gear pair comprising two gear wheels with mated/engaged teeth will always have a back-lash between the mated teeth. The backlash thus defines the maximum distance or angle through which a gear wheel can be moved in one direction without applying appreciable force or motion to the other gear wheel. Movement through/within a backlash of the first gear pairthereby means that the gear wheels of the first gear pair rotate in relation to each other, theshort distance that the backlash allows. ln the engagement between the gear wheels of the firstgear pair, any tooth of a gear wheel is arranged between two different teeth of the other gearwheel. Depending on which of the gear wheels drives the other, the tooth will abut either afirst of the two surrounding teeth or the other of the two surrounding teeth. Thus, the toothmay move from a position where it abuts the first surrounding tooth to a position where itabuts the other surrounding tooth. This movement between the two surrounding teeth is re-ferred to as movement through the backlash. When propelling torque provided on the secondmain shaft is transrnitted to the auXiliary shaft, the gear wheel on the lay shaft will drive thegear wheel on the first main shaft and the mated/engaged teeth of the gear wheels will have acertain position in relation to each other. When propelling torque provided on the secondmain shaft no longer is transrnitted to the auXiliary shaft, the gear wheel on the first main shaftwill drive the gear wheel on the lay shaft and the teeth of the mated/engaged gear wheels will have another position in relation to each other.

Controlling the powertrain to gradually transfer propelling torque from the second main shaftto the first main shaft may comprise maintaining the same propelling torque on the outputshaft. The propelling torque on the output shaft is the actual torque propelling the vehicle. Thepropelling torque on the output shaft may be a demanded torque requested from the operatorof the vehicle minus the torque eXtracted by the power consumer. The load of the power con-sumer may thus cause an offset between the demanded torque and the provided torque on theoutput shaft. The demanded torque may be deterrnined according to conventional methods, for example based on signals from an accelerator pedal.

The movement through the backlash may be detected based on a rotational speed upstream ofthe first gear pair and a rotational speed downstream of the first gear pair. Upstream anddownstream relates to the direction of torque transmission from the at least one propulsion unit to the output shaft.

According to an example, movement through the backlash is detected based on a rotationalspeed of the lay shaft and a rotational speed of the first main shaft. The relationship betweenthe rotational speed of the first main shaft and the rotational speed of the lay shaft is prede- terrnined and depends on the gear ratio of the currently engaged gear pair. The gear ratio as- sociated With each gear pair may be stored in the control device. The rotational speed of thefirst main shaft may thereby be deterrnined/calculated based on the rotational speed of the layshaft and the gear ratio of the currently engaged gear pair. When there is movement throughthe backlash, there will be a deviation from the predetern1ined relationship. Thus, by continu-ously deterrnining the rotational speed of the first main shaft and the rotational speed of thelay shaft, a deviation from the predetern1ined relationship can be detected. The powertrainmay thus comprise rotational speed sensors arranged on the lay shaft and on the first mainshaft. Based on signals from the rotational speed sensors, the control device may detect a de-viation and thereby determine when there is a movement through the backlash. Suitably,movement through the backlash is detected when a deviation from a predetern1ined relation-ship between the rotational speed of the first main shaft and the rotational speed of the layshaft is detected. When the gear wheel connected to the first main shaft moves through thebacklash, the first main shaft will rotate faster and a deviation from the predetern1ined rela-tionship occurs. The rotational speed sensor arranged on the first main shaft will thus show ahigher rotational speed than the corresponding rotational speed measured by means of therotational speed sensor arranged on the lay shaft. Thus, when such temporary deviation of therotational speed is detected, it is concluded that this is caused by the backlash and at this peri-od of time, the propelling torque provided on the first main shaft corresponds to the load ap-plied by the power consumer on the auXiliary shaft. Movement within the backlash may thusbe detected when there is a temporary difference between a first measured rotational speed ofthe first main shaft and a second calculated rotational speed of the first main shaft. The sec-ond calculated rotational speed of the first main shaft may be calculated based on the rotation- al speed of the lay shaft and the gear ratio of the currently engaged gear pair.

According to an example, movement through the backlash is detected based on an angle ofrotation of the first main shaft and an angle of rotation of the lay shaft. Movement through thebacklash may thus be detected based on an angle of rotation upstream of the first gear pairand an angle of rotation downstream of the first gear pair. The relationship between the angleof rotation of the first main shaft and the angle of rotation of the lay shaft is predeterminedand depends on the gear ratio of the currently engaged gear pair. The angle of rotation of thefirst main shaft may thereby be deterrnined/calculated based on the angle of rotation of the layshaft and the gear ratio of the currently engaged gear pair. When there is movement throughthe backlash, there will be a deviation from the predetern1ined relationship. Thus, by continu- ously deterrnining the angle of rotation of the first main shaft and the angle of rotation of the lay shaft, a deviation from the predeterrr1ined relationship can be detected. The powertrainmay thus comprise a resolver arranged on the lay shaft and a resolver arranged on the firstmain shaft. Based on signals from the resolvers, the control device may detect a deviation and thereby determine when there is a movement through the backlash.

According to an example, movement through the backlash is detected based on a rotationalspeed of the first main shaft and a rotational speed of the output shaft. ln the event that thegearboX comprises a coupling mechanism displaceable to directly connect the first main shaftand the output shaft, detection of movement through the backlash of that coupling mechanismmay be performed based on the rotational speed upstream of and downstream of the couplingmechanism. When the resulting torque acting on the first main shaft is negative, the outputshaft will drive the first main shaft and when the resulting torque acting on the first main shaftis positive the first main shaft will drive the output shaft. When the first main shaft and theoutput shaft are directly connected with each other, the rotational speed of the first main shaftand the rotational speed of the output shaft are the same. The coupling mechanism may com-prise a splines-equipped sleeve aXially displaceable on a splines-equipped section of the firstmain shaft and a splines-equipped section of the output shaft. The backlash is between thesplines of the coupling mechanism and the splines of the first main shaft. When the first mainshaft starts driving the output shaft, the mated splines on the first main shaft will pass thebacklash. The powertrain may comprise rotational speed sensors arranged on the first mainshaft and on the output shaft. Based on signals from the rotational speed sensors, the controldevice may determine when there is a movement through the backlash. Suitably, movementwithin the backlash is detected when there is a temporary difference between the rotationalspeed of the first main shaft and the rotational speed of the output shaft. When there is move-ment within the backlash of the coupling mechanism, the first main shaft will rotate fasterthan the output shaft. Thus, when such temporary deviation of the rotational speed is detected,it is concluded that this is caused by the backlash and at this period of time, the propelling torque provided on the first main shaft corresponds to the load on the auXiliary shaft.

The first gear pair may comprise a first cogwheel and a first pinion gear arranged in engage-ment. The method may thus comprise detecting when mated/engaged gear teeth of the firstpinion gear are passing the backlash, whereby the propelling torque provided on the first main shaft corresponds to the load applied by the power consumer on the auXiliary shaft. The sec- ond gear pair may comprise a second cogwhee1 and a second pinion gear arranged in engage- ment.

The gearboX may comprise any number of gear pairs. Each gear pair may comprise a cog-whee1 arranged on the 1ay shaft and a pinion gear arranged on the first main shaft or the sec-ond main shaft. The cogwhee1s may be configured to be mechanica11y connectab1e to and dis-connectab1e from the 1ay shaft. The pinion gears may be fiXed1y connected to the first mainshaft or the second main shaft. When a cogwhee1 is connected to the 1ay shaft, the cogwhee1rotates together with the 1ay shaft. When a cogwhee1 is disconnected from the 1ay shaft, thecogwhee1 can rotate in re1ation to the 1ay shaft. When the cogwhee1 of a gear pair is connectedto the 1ay shaft, a corresponding gear is engaged. Thus, a number of fixed gear steps may beobtained by means of the gearboX. A gear pair may thus be disconnected, wherein the corre-sponding cogwhee1 is disconnected from the 1ay shaft, and a gear pair may be connected,wherein the corresponding cogwhee1 is connected to the 1ay shaft. A1ternative1y, the cog-whee1s may be fiXed1y connected to the 1ay shaft and the pinion gears may be mechanica11yconnectab1e to and disconnectab1e from the first main shaft or the second main shaft. With agearboX where prope11ing torque can be sp1it between a first main shaft and a second mainshaft, a gear pair can a1ways be connected to the first main shaft and the 1ay shaft. Thus, agear associated with the first main shaft may a1ways be engaged, even when prope11ing torqueis not provided on the first main shaft. Sirr1i1ar1y, a gear pair can a1ways be connected to the second main shaft and the 1ay shaft.

The cogwhee1s may be configured to be mechanica11y connected to and disconnected from the1ay shaft or the first main shaft or the second main shaft by means of coup1ing e1ements. Thecoup1ing e1ements may each comprise an annu1ar s1eeve, which is disp1aced aXia11y between aconnected and a disconnected state. The s1eeve may be disp1aced between the connected and disconnected state by means of a power e1ement.

Each of the gear pairs of the gearboX has a gear ratio, which is adapted to the vehic1e°s desireddriving characteristics. The gear pair with the highest gear ratio, in re1ation to the other gearpairs, is suitab1y connected when the 1owest gear is engaged. The gear pair with the highestgear ratio may be referred to as the start gear. The gear pair constituting the start gear may be connected to the second main shaft and the 1ay shaft. This way, the vehic1e can be started to 11 move from standstill Without interrupting the power supply to power consumer connected to the auxiliary shaft.

The auxiliary shaft may be connected to the first main shaft via the first gear pair or any othergear pair/pinion gear connected to the first main shaft. An auxiliary pinion gear may be fixed-ly arranged on the auxiliary shaft. The auxiliary pinion gear may be arranged in engagementwith the first gear pair or any other gear pair connected to the first main shaft. The auxiliarypinion gear may thus be arranged in engagement with the first pinion gear on the first mainshaft. The auxiliary shaft being connected to the first main shaft means that the power con- sumer connected to the auxiliary shaft is not connected to the propulsion of the vehicle.

According to an example, the at least one propulsion unit comprises a combustion engine, afirst electrical machine and a second electrical machine. The gearbox may further comprise afirst planetary gear connected to the combustion engine and the first main shaft; a secondplanetary gear connected to the first planetary gear and the second main shaft, wherein thefirst electrical machine is connected to the first planetary gear and the second electrical ma-chine is connected to the second planetary gear. The step of controlling the powertrain maythereby comprise controlling the combustion engine and/or the first electrical machine and/orthe second electrical machine to gradually transfer propelling torque from the second mainshaft to the first main shaft. The powertrain is thus a hybrid powertrain in this example. Thispowertrain enables gear shifting without torque interruption. Also, with the powertrain com-prising two planetary gear units, conventional slip clutches between the combustion engine and the gearbox may be avoided.

The first planetary gear may comprise a first ring gear connected to the first electrical ma-chine. The first planetary gear may also comprise a first sun wheel and a first planetary wheelcarrier. The second planetary gear may comprise a second ring gear connected to the secondelectrical machine. The second planetary gear may further comprise a second sun wheel and asecond planetary wheel carrier. The first planetary wheel carrier may be connected to thecombustion engine. The first planetary wheel carrier may further be connected with the sec-ond sun wheel of the second planetary gear. The first main shaft may be connected to the firstsun wheel of the first planetary gear. The second main shaft may be connected to the secondplanetary wheel carrier. The first planetary wheel carrier in the first planetary gear may be directly connected with the combustion engine via an input shaft. Alternatively, the first plan- 12 etary Wheel carrier is connected With the combustion engine via a clutch device. The secondplanetary Wheel carrier in the second planetary gear may be directly connected With the sec-ond main shaft. The first sun Wheel in the first planetary gear may be connected With the firstmain shaft, and the second planetary Wheel carrier in the second planetary gear may be con-nected With the second main shaft. A first set of planetary Wheels may be mounted on the firstplanetary Wheel carrier. A second set of planetary Wheels may be mounted on the secondplanetary Wheel carrier. The first set of planetary Wheels interacts With the first ring gear andthe first sun Wheel. The second set of planetary Wheels interacts With the second ring gear and the second sun Wheel.

The electrical machines, Which are connected to the planetary gears, may generate poWerand/or supply torque depending on the desired operating mode. The electrical machines may also, at certain operating times, supply each other With poWer.

A first and second coupling device may be arranged betWeen the planetary Wheel carrier andthe sun Wheel of the respective planetary gears. The coupling devices may be configured toconnect (lock) the respective planetary Wheel carriers With the respective sun Wheel. Whenthe planetary Wheel carrier and the sun Wheel are connected With each other, the poWer fromthe combustion engine Will pass through the planetary Wheel carrier, the coupling device, thesun Wheel and further along to the first main shaft and/or the second main shaft. This Way, theplanetary Wheels do not absorb any torque. The dimension of the planetary Wheels may there-by be adapted only to the electrical machine°s torque instead of the combustion engine°storque, Which in tum means the planetary Wheels may be designed With smaller dimensions.Thus, a poWertrain according to this example has a compact construction, a loW Weight and a loW manufacturing cost.

In order to disconnect a planetary Wheel carrier and a sun Wheel from each other, the firstand/or second electrical machine should be controlled, such that torque balance is achieved inthe planetary gear. Torque balance relates to a state Where a torque acts on a ring gear ar-ranged in the planetary gear, representing the product of the torque acting on the planetaryWheel carrier and the gear ratio of the planetary gear, While simultaneously a torque acts onthe planetary gear°s sun Wheel, representing the product of the torque acting on the planetaryWheel carrier and (1- the planetary gear°s gear ratio). In the event tWo of the planetary gear°s components (the sun Wheel, ring gear or planetary Wheel carriers) are connected by means of 13 a coupling device, this coupling device does not transfer any torque between the planetarygear°s components when torque balance prevails. Accordingly, the coupling device may easi- ly be displaced and the planetary gear°s components be disconnected.

According to another example of the disclosure, the at least one propulsion unit comprises acombustion engine and the powertrain further comprises a dual clutch arrangement, whereinthe step of controlling the powertrain comprises controlling the dual clutch arrangement togradually transfer propelling torque from the second main shaft to the first main shaft. Thedual clutch arrangement may comprise two clutches, one connected to the first main shaft andone connected to the second main shaft. The dual clutch arrangement is further connected tothe combustion engine. When the clutches are in an engaged position, torque can be trans-ferred from the combustion engine to the respective main shaft of the gearbox. The amount oftorque being transferred through the clutches depends on the position of the clutches. Whenthe clutches are in a disengaged position, no torque can be transferred from the combustionengine to the gearbox. Thus, by controlling the dual clutch arrangement, propelling torquefrom the combustion engine can be provided on the first main shaft and/or on the second main shaft.

According to yet another example of the disclosure, the powertrain comprises a first propul-sion unit connected to the first main shaft, and a second propulsion unit connected to the sec-ond main shaft, wherein the step of controlling the powertrain comprises controlling the firstpropulsion unit and the second propulsion unit to gradually transfer propelling torque fromthe second main shaft to the first main shaft. Thus, the second propulsion unit may be con-trolled to gradually reduce the propelling torque provided on the second main shaft and thefirst propulsion unit may be controlled to gradually increase the torque provided on the first main shaft.

The method for determining a load applied by a power consumer on the powertrain may beperformed as part of a method for shifting gear in the gearbox of the powertrain. When apower consumer is connected to a powertrain, the torque extracted through the powertrain(auxiliary shaft) is of importance to achieve a comfortable gearshift. Thus according to anexample, a method for shifting gear in a powertrain as herein disclosed is provided. Themethod comprises, when shifting from the second gear pair to a third gear pair connected to the first main shaft and the lay shaft, controlling the powertrain to gradually transfer propel- 14 ling torque from the second main shaft to the first main shaft; determining the load on theauXiliary shaft by detecting movement through a backlash of the first gear pair, whereby thepropelling torque provided on the first main shaft corresponds to the load on the auXiliaryshaft; and controlling the gearboX to shift gear to the third gear pair. Controlling the gearboXto shift to the third gear pair may comprise controlling a coupling element, so that the firstgear pair is disconnected from the lay shaft and so that the third gear pair is connected to the lay shaft.

According to another aspect of the present disclosure, a vehicle comprising a powertrain isprovided. The powertrain comprises at least one propulsion unit; a gearbox; and a control de-vice. The gearboX comprises a first main shaft; a second main shaft; an output shaft connectedto drive Wheels of the vehicle; a lay shaft connected to the first main shaft, the second mainshaft and the output shaft; a first gear pair connected to the first main shaft and the lay shaft; asecond gear pair connected to the second main shaft and the lay shaft; and an auXiliary shaftconnected to a power consumer and the first main shaft, wherein the first main shaft and thesecond main shaft are connectable to the at least one propulsion unit, such that propellingtorque can be provided on the first main shaft and the second main shaft, wherein the controldevice is configured to: control the powertrain to gradually transfer propelling torque from thesecond main shaft to the first main shaft; and determine the load applied by the power con-sumer on the auXiliary shaft by detecting movement through a backlash of the first gear pair,whereby the propelling torque provided on the first main shaft corresponds to the load applied by the power consumer on the auXiliary shaft.

It will be appreciated that all the embodiments described for the method aspect of the disclo-sure performed by the control device are also applicable to the vehicle and control device as-pect of the disclosure. That is, the control device may be configured to perform any one of the steps of the method according to the various examples described above.

The control device may be configured to control the powertrain to gradually transfer propel-ling torque from the second main shaft to the first main shaft while maintaining a demandedtorque on the output shaft. The control device may be configured to detect the movementthrough the backlash based on a rotational speed of the lay shaft and a rotational speed of thefirst main shaft. The control device may be configured to detect movement through the back- lash by detecting a temporary difference between the rotational speed of the first main shaft and the rotational speed of the lay shaft. The control device may be configured to detectmovement through the backlash by detecting a deviation from a predeterrnined relationshipbetween the rotational speed of the first main shaft and the rotational speed of the lay shaft.The control device may be configured to detect the movement through the backlash based ona rotational speed of the first main shaft and a rotational speed of the output shaft. The controldevice may be configured to detect movement through the backlash by detecting a temporarydifference between the rotational speed of the first main shaft and the rotational speed of the output shaft.

The control device may be configured to control a combustion engine and/or a first electricalmachine and/or a second electrical machine to gradually transfer propelling torque from thesecond main shaft to the first main shaft. The control device may be configured to control adual clutch arrangement to gradually transfer propelling torque from the second main shaft tothe first main shaft. The control device may be configured to control a first propulsion unitand a second propulsion unit to gradually transfer propelling torque from the second main shaft to the first main shaft.

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

The present disclosure will now be further illustrated with reference to the appended figures.

Fig. 1 shows a schematic side view of a vehicle 1. The vehicle 1 comprises a gearbox 2 and atleast one propulsion unit 4, which are comprised in a powertrain 3 of the vehicle 1. The atleast one propulsion unit 4 is connected to the gearboX 2, and the gearboX 2 is further con-nected to drive wheels 6 of the vehicle 1. The at least one propulsion unit 4 may comprise anintemal combustion engine and/or an electrical machine. In the event that the vehicle 1 com-prises at least two propulsion units 4, 14, 16, comprising one internal combustion engine 4and at least one electrical machine 14, 16, the powertrain 3 constitutes a hybrid powertrain.The vehicle 1 further comprises a power consumer (not shown) connected to the powertrain 3 for power supply.

Fig. 2 schematically illustrates a powertrain 3 according to an example. The powertrain 3 may be comprised in a vehicle 1 as disclosed in Fig. 1. The powertrain 3 comprises a gearboX 2 16 and at least one propulsion unit 4, 14, 16 connected to the gearbox 2. In this example, thepowertrain 3 comprises a combustion engine 4, a first electrical machine 14 and a secondelectrical machine 16. The combustion engine 4 is connected with the gearbox 2 via an inputshaft 8 of the gearboX 2. The gearbox 2 comprises a first main shaft 34; a second main shaft36; an output shaft 20 connected to drive wheels 6 of the vehicle 1; a lay shaft 18 connectedto the first main shaft 34, the second main shaft 36 and the out-put shaft 20; a first gear pairG1 connected to the first main shaft 34 and the lay shaft 18; and a second gear pair G2 con-nected to the second main shaft 36 and the lay shaft 18. The first main shaft 34 and the secondmain shaft 36 are connectable to the at least one propulsion unit 4, 14, 16, such that propelling torque can be provided on the first main shaft 34 and the second main shaft 36 simultaneous- ly.

The powertrain 3 further comprises an auXiliary shaft 120 connected to a power consumer PCand the first main shaft 34 of the gearboX 2. The power consumer PC eXtracts torque from thepowertrain 3 via the auXiliary shaft 120 and thereby applies a load on the powertrain 3. TheauXiliary shaft 120 is connected to the first main shaft via, for example, the first gear pair G1or any other gear pair connected to the first main shaft 34 and the lay shaft 18. An auXiliarypinion gear 122 may be fiXedly arranged on the auXiliary shaft 120. The auXiliary pinion gear122 may thus be arranged in engagement with the first gear pair G1 or any other gear pairconnected to the first main shaft 34. The auXiliary shaft 120 being connected to the first mainshaft 34 means that the power consumer PC connected to the auXiliary shaft 120 is not con- nected to the propulsion of the vehicle 1.

The gearboX 2 further comprises a first planetary gear 10 and a second planetary gear 12. Thefirst planetary gear 10 is connected to the input shaft 8. The second planetary gear 12 is con-nected to the first planetary gear 10. The first planetary gear 10 comprises a first ring gear 22connected to a first rotor 24 of the first electrical machine 14. The first planetary gear 10 alsocomprises a first sun wheel 26 and a first planetary wheel carrier 50. The second planetarygear 12 comprises a second ring gear 28 connected to a second rotor 30 of the second electri-cal machine 16. The second planetary gear 12 further comprises a second sun wheel 32 and asecond planetary wheel carrier 51. The first planetary wheel carrier 50 may be connected tothe input shaft 8. The first planetary wheel carrier 50 may further be connected with the sec- ond sun wheel 32 of the second planetary gear 12. 17 The first main shaft 34 may be connected to the first sun Wheel 26 of the first planetary gear10. The second main shaft 36 may be connected to the second planetary Wheel carrier 51. Thefirst and the second sun Wheels 26, 32 may be coaXially arranged. The first main shaft 34 mayeXtend coaXially inside the second main shaft 36. It is also possible to arrange the first main shaft 34 in parallel With and next to the second main shaft 36.

The first electrical machine 14 may comprise a first stator 40 connected to a gearboX housing42 surrounding the gearboX 2. The second electrical machine 16 may comprise a second stator44 connected to the gear housing 42. The first electrical machine 14 and the second electricalmachine 16 are connected to an energy storage device (not shoWn), such as a battery, Which,depending on the vehicle°s 1 operating mode, may drive the electrical machines 14, 16. Atother operating modes, the electrical machines 14, 16 may operate as generators, WhereinpoWer is supplied to the energy storage device. In some operating modes, the electrical ma-chines 14, 16 may drive each other. Electric poWer is then led from one of the electrical ma- chines 14, 16 to the other electrical machine 14, 16.

A first set of planetary Wheels 52 is mounted on the first planetary Wheel carrier 50. A secondset of planetary Wheels 54 is mounted on the second planetary Wheel carrier 51. The first setof planetary Wheels 52 interacts With the first ring gear 22 and the first sun Wheel 26. Thesecond set of planetary Wheels 54 interacts With the second ring gear 28 and the second sun Wheel 32.

A first coupling device 56 is arranged betWeen the first sun Wheel 26 and the first planetaryWheel carrier 50. When the first coupling device 56 is arranged, such that the first sun Wheel26 and the first planetary Wheel carrier 50 are connected With each other, the first sun Wheel26 and the first planetary Wheel carrier 50 cannot rotate in relation to each other. The firstplanetary Wheel carrier 50 and the first sun Wheel 26 Will thereby rotate With equal rotational speeds.

A second coupling device 58 is arranged betWeen the second sun Wheel 32 and the secondplanetary Wheel carrier 51. When the second coupling device 58 is arranged, such that thesecond sun Wheel 32 and the second planetary Wheel carrier 51 are connected With each other, the second sun Wheel 32 and the second planetary Wheel carrier 51 cannot rotate in relation to 18 each other. The second planetary Wheel carrier 51 and the second sun Wheel 32 will thereby rotate with equal rotational speeds.

Preferably, the first and second coupling devices 56, 58 comprise a splines-equipped couplingsleeve, which is aXially displaceable on a splines-equipped section on the first and secondplanetary wheel carrier 50, 51, and on a splines-equipped section on the respective sun wheels 26, 32.

The first and second coupling device 56, 58 according to this example are arranged betweenthe first sun wheel 26 and the first planetary wheel carrier 50, and between the second sunwheel 32 and the second planetary wheel carrier 51, respectively. However, it is possible toarrange an additional or alternative coupling device (not displayed) between the first ring gear22 and the first planetary wheel carrier 50, and also to arrange an additional or alternativecoupling device (not displayed) between the second ring gear 28 and the second planetary wheel carrier 51.

The first planetary wheel carrier 50 in the first planetary gear 10 is, in this example, fiXedly connected with the second sun wheel 32 of the second planetary gear 12.

The first gear pair G1 may comprise a first pinion gear 62 and a first cogwheel 64, which arein engagement with each other. The first pinion gear 62 may be arranged on the first mainshaft 34 and the first cogwheel 64 may be arranged on the lay shaft 18. The auXiliary piniongear 122 on the auxiliary shaft 120 may be arranged in engagement with the first pinion gear62 on the first main shaft 34. The second gear pair G2 comprises a second pinion gear 68 anda second cogwheel 70, which are in engagement with each other. The second pinion gear 68may be arranged on the second main shaft 36 and the second cogwheel 70 may be arrangedon the lay shaft 18. The gearboX 2 may further comprise a third gear pair G3 connected withthe first main shaft 34 and the lay shaft 18. The third gear pair G3 comprises a third piniongear 74 and a third cogwheel 76, which are in engagement with each other. The third piniongear 74 may be arranged on the first main shaft 34 and the third cogwheel 76 may be arrangedon the lay shaft 18. The auXiliary pinion gear 122 on the auXiliary shaft 120 may be arrangedin engagement with the third pinion gear 74 on the first main shaft 34. The gearboX 2 mayfurther comprise a fourth gear pair G4 connected to the second main shaft 36 and the lay shaft 18. The fourth gear pair G4 comprises a fourth pinion gear 80 and a fourth cogwheel 82, 19 Which are in engagement With each other. The fourth pinion gear 80 may be arranged on the second main shaft 36 and the fourth cogWhee1 82 may be arranged on the 1ay shaft 18.

The first and the third pinion gears 62, 74 may be fiXed1y connected to the first main shaft 34,so that they cannot rotate in re1ation to the first main shaft 34. The second and the fourth pin-ion gears 68, 80 may be fiXed1y connected With the second main shaft 36, so that they cannot rotate in re1ation to the second main shaft 36.

The first, second, third and fourth cogWhee1s 64, 70, 76, 82 may be indiVidua11y connected toand disconnected from the 1ay shaft 18 by means of a third and a fourth coup1ing e1ement 83,85. The coup1ing e1ements 83, 85 may each comprise coup1ing s1eeves configured to mechan-ica11y engage With sp1ines-equipped sections on the cogWhee1s 64, 70, 76, 82 and on the 1ayshaft 18. The first and third cogWhee1s 64, 76 may be connected/disconnected With a commoncoup1ing e1ement 83, and the second and fourth cogWhee1s 70, 82 may be connect-ed/disconnected With a common coup1ing e1ement 85. In the disconnected state, a re1ativerotation may occur between the cogWhee1s 64, 70, 76, 82 and the 1ay shaft 18. In the connect-ed state, the cogWhee1 64, 70, 76, 82 Wi11 rotate together With the 1ay shaft 18.

The gearboX 2 a1so comprises a fifth gear pair G5. The fifth gear pair G5 comprises a fifthcogWhee1 92 arranged on the 1ay shaft 18 and a fifth pinion gear 94 arranged on the outputshaft 20. The 1ay shaft 18 is connected to the output shaft 20 Via the fifth gear pair G5. Thefifth cogWhee1 92 is arranged so it may be connected With and disconnected from the 1ay shaft18 by means of a fifth coup1ing e1ement 87. The fifth coup1ing e1ement 87 may comprise acoup1ing s1eeve configured to interact With sp1ines-equipped sections on the fifth cogWhee1 92and the 1ay shaft 18. In the disconnected state, a re1ative rotation may occur between the fifth cogWhee1 92 and the 1ay shaft 18.

Prope11ing torque may be transferred from the input shaft 8 of the gearboX 2 to the outputshaft 20 of the gearbox 2 via the first or the second p1anetary gear 10, 12 and the 1ay shaft 18.The torque transfer may a1so occur direct1y Via the first p1anetary gear 10 and the first mainshaft 34 to the output shaft 20 via a coup1ing mechanism 100. The coup1ing mechanism 100may comprises a sp1ines-equipped coup1ing s1eeve, Which is aXia11y disp1aceab1e on the firstmain shaft 34 and on sp1ines-equipped sections of the output shaft 20. By disp1acing the cou-p1ing e1ement 100, 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 rotational speed. By disconnectingthe fifth cogwheel 92 from the lay shaft 18, torque from the second planetary gear 12 may betransferred to the lay shaft 18, from the lay shaft 18 to the first main shaft 34, and finally to the output shaft 20 via the coupling mechanism 100.

During operation, the gearboX 2 may in some operating modes operate so that one of the sunWheels 26, 32 are connected to the first and the second planetary wheel carrier 50, 51 bymeans of the first and the second coupling device 56, 58, respectively. The first and the sec-ond main shaft 34, 36 may then obtain the same rotational speed as the input shaft 8 of thegearboX 2. One or both of the electrical machines 14, 16 may operate as a generator to gener-ate electric power to an energy storage device. Altematively, the electrical machine 14, 16 may provide additional torque, in order to thus increase the torque on the output shaft 20.

It is also possible that both the first and the second electrical machine 14, 16 generate powerto the energy storage device. At engine braking the driver releases the accelerator pedal (notdisplayed) of the vehicle 1. The output shaft 20 of the gearboX 2 then operates one or both electrical machines 14, 16 while the combustion engine 4 and the electrical machines 14, 16 engine brake. This operating state is referred to as regenerative braking.

The powertrain 3 further comprises a control device 48. It is to be understood that the controldevice 48 may be implemented as a separate entity or distributed in two or more physical enti-ties. The control device 48 may comprise one or more control units and/or computers. Thecontrol device 48 may thus be implemented or realised by the control device 48 comprising aprocessor and a memory, the memory comprising instructions, which when eXecuted by theprocessor causes the control device 48 to perform the herein disclosed method steps. The con-trol device 48 may thus be configured to control the powertrain 3 to gradually transfer propel-ling torque from the second main shaft 36 to the first main shaft 34, and determine the loadapplied on the auXiliary shaft 120 by the power consumer PC by detecting movement througha backlash of the first gear pair G1, whereby the propelling torque provided on the first mainshaft 34 corresponds to the load applied on the auXiliary shaft 120 by the power consumer PC.The powertrain 3 may comprise rotational speed sensors 200 arranged, for example, on thefirst main shaft 34, the lay shaft 18 and/or the output shaft 20. Based on signals from the rota-tional speed sensors 200, the control device 48 may detect movement through the backslash of the first gear pair G1. 21 The control device 48 is connected to the electrical machines 14, 16 to control the respectiveelectrical machine 14, 16. The control device 48 may be configured to collect informationfrom the components of the powertrain 3 and based on this control the electrical machines 14,16 to operate as electric motors or generators. The control device 48 may be a computer withsoftware suitable for this purpose. The control device 48 also be connected to the first andsecond coupling devices 56, 58, the third and fourth coupling elements 83, 85 and the cou-pling mechanism 100. These components are preferably activated and deactivated by electric signals from the control device 48.

The example in Fig. 2 shows four gear pairs G1, G2, G3, G4, and two planetary gears 10, 12with associated electrical machines 14, 16. However, it is possible to configure the gearbox 2with more or fewer pinion gears and cogwheels, and with more planetary gears with associat- ed electrical machines.

Fig. 3 schematically illustrates a powertrain 3 according to an example. The powertrain 3 maybe comprised in a vehicle 1 as disclosed in Fig. 1. The powertrain 3 comprises a gearbox 2and at least one propulsion unit 4 connected to the gearbox 2. In this example, the at least onepropulsion unit comprises a combustion engine 4. The combustion engine 4 is connected withthe gearbox 2 via a dual clutch arrangement 300. The gearbox 2 comprises a first main shaft34; a second main shaft 36; an output shaft 20 connected to drive wheels 6 of the vehicle 1; alay shaft 18 connected to the first main shaft 34, the second main shaft 36 and the output shaft20; a first gear pair G1 connected to the first main shaft 34 and the lay shaft 18; and a secondgear pair G2 connected to the second main shaft 36 and the lay shaft 18. The first main shaft34 and the second main shaft 36 are connectable to the at least one propulsion unit 4, suchthat propelling torque can be provided on the first main shaft 34 and the second main shaft 36simultaneously. Thus, by controlling the dual clutch arrangement 300, torque can be trans-ferred from the combustion engine 4 to the first main shaft 34 and/or the second main shaft36. The dual clutch arrangement 300 may comprise a first clutch 301 connected to the firstmain shaft 34 and a second clutch 302 connected to the second main shaft 36. By controllingthe first clutch 301, the propelling torque provided on the first main shaft 34 can be con-trolled. By controlling the second clutch 302, the propelling torque provided on the second main shaft 36 can be controlled. 22 The powertrain 3 further comprises an auXi1iary shaft 120 connected to a power consumer PCand the first main shaft 34 of the gearboX 2. The auXi1iary shaft 120 is connected to the firstmain shaft Via, for example, the first gear pair G1 or any other gear pair connected with thefirst main shaft 34. An auXi1iary pinion gear 122 may be fiXed1y arranged on the auXi1iaryshaft 120. The auXi1iary pinion gear 122 may thus be arranged in engagement with the first gear pair G1 or any other gear pair connected with the first main shaft 34.

The first gear pair G1 may comprise a first pinion gear 62 and a first cogwhee1 64, which arein engagement with each other. The first pinion gear 62 may be arranged on the first mainshaft 34 and the first cogwhee1 64 may be arranged on the 1ay shaft 18. The auXi1iary piniongear 122 on the auxiliary shaft 120 may be arranged in engagement with the first pinion gear62 on the first main shaft 34. The second gear pair G2 comprises a second pinion gear 68 anda second cogwhee1 70, which are in engagement with each other. The second pinion gear 68may be arranged on the second main shaft 36 and the second cogwhee1 70 may be arrangedon the 1ay shaft 18. The gearbox 2 may further comprise a third gear pair G3 connected withthe first main shaft 34 and the 1ay shaft 18. The third gear pair G3 comprises a third piniongear 74 and a third cogwhee1 76, which are in engagement with each other. The third piniongear 74 may be arranged on the first main shaft 34 and the third cogwhee1 76 may be arrangedon the 1ay shaft 18. The auXi1iary pinion gear 122 on the auXi1iary shaft 120 may be arrangedin engagement with the third pinion gear 74 on the first main shaft 34. The gearboX 2 mayfurther comprise a fourth gear pair G4 connected to the second main shaft 36 and the 1ay shaft18. The fourth gear pair G4 comprises a fourth pinion gear 80 and a fourth cogwhee1 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 cogwhee1 82 may be arranged on the 1ay shaft 18.

The first, second, third and fourth cogwhee1s 64, 70, 76, 82 may be indiVidua11y connected toand disconnected from the 1ay shaft 18 by means of coup1ing e1ements (not shown). In the disconnected state, a re1ative rotation may occur between the cogwhee1s 64, 70, 76, 82 and the 23 lay shaft 18. In the disconnected state, the cogwheel 64, 70, 76, 82 Will rotate together Withthe lay shaft 18.

The gearbox 2 also comprises a fifth gear pair G5. The fifth gear pair G5 comprises a fifthcogwheel 92 arranged on the lay shaft 18 and a fifth pinion gear 94 arranged on the outputshaft 20. The lay shaft 18 is connected to the output shaft 20 via the fifth gear pair G5. Thefifth cogwheel 92 may arranged so it may be connected with and disconnected from the layshaft 18 by means of a coupling element. In the disconnected state, a relative rotation may occur between the fifth cogwheel 92 and the lay shaft 18.

The powertrain 3 further comprises a control device 48. It is to be understood that the controldevice 48 may be implemented as a separate entity or distributed in two or more physical enti-ties. The control device 48 may comprise one or more control units and/or computers. Thecontrol device 48 may thus be implemented or realised by the control device 48 comprising aprocessor and a memory, the memory comprising instructions, which when executed by theprocessor causes the control device 48 to perform the herein disclosed method steps. The con-trol device 48 may thus be configured to control the powertrain 3 to gradually transfer propel-ling torque from the second main shaft 36 to the first main shaft 34, and determine the loadapplied on the auxiliary shaft 120 by the power consumer PC by detecting movement througha backlash of the first gear pair G1, whereby the propelling torque provided on the first mainshaft 34 corresponds to the load applied on the auxiliary shaft 120 by the power consumer PC.The control device 48 may be configured to control the dual clutch arrangement 300 to gradu-ally transfer propelling torque from the second main shaft 36 to the first main shaft 34. Thepowertrain 3 may comprise rotational speed sensors 200 arranged, for example, on the firstmain shaft 34 and the lay shaft 18. Based on signals from the rotational speed sensors 200, thecontrol device 48 may detect movement through the backslash of the first gear pair G1.

Fig. 4 schematically illustrates a powertrain 3 according to an example. The powertrain 3 maybe comprised in a vehicle 1 as disclosed in Fig. 1. The powertrain 3 comprises a gearbox 2and at least one propulsion unit 400', 400' ' connected to the gearbox 2. In this example, thepowertrain comprises a first propulsion unit 400' and a second propulsion unit 400' '. Therespective propulsion unit 400', 400" may comprise a combustion engine or an electrical ma-chine. The gearbox 2 comprises a first main shaft 34; a second main shaft 36; an output shaft connected to drive wheels 6 of the vehicle 1; a lay shaft 18 connected to the first main 24 shaft 34, the second main shaft 36 and the output shaft 20; a first gear pair G1 connected tothe first main shaft 34 and the 1ay shaft 18; and a second gear pair G2 connected to the secondmain shaft 36 and the 1ay shaft 18. The first main shaft 34 is connected to the first propu1sionunit 400' and the second main shaft 36 is connected to the second propu1sion unit 400". ThisWay, prope11ing torque can be provided on the first main shaft 34 and the second main shaft36 simu1taneous1y. Thus, by contro11ing the first propu1sion unit 400' and the second propu1-sion unit 400' ' , torque can be transmitted to the output shaft 20 Via the first main shaft 34 and/or the second main shaft 36.

The poWertrain 3 further comprises an auXi1iary shaft 120 connected to a power consumer PCand the first main shaft 34 of the gearboX 2. The auxiliary shaft 120 is connected With the firstmain shaft Via, for example, the first gear pair G1 or any other gear pair connected With thefirst main shaft 34. An auXi1iary pinion gear 122 may be fiXed1y arranged on the auXi1iaryshaft 120. The auXi1iary pinion gear 122 may thus be arranged in engagement With the first gear pair G1 or any other gear pair connected With the first main shaft 34 The first gear pair G1 may comprise a first pinion gear 62 and a first cogWhee1 64, Which arein engagement With each other. The first pinion gear 62 may be arranged on the first mainshaft 34 and the first cogWhee1 64 may be arranged on the 1ay shaft 18. The auXi1iary piniongear 122 on the auxiliary shaft 120 may be arranged in engagement With the first pinion gear62 on the first main shaft 34. The second gear pair G2 comprises a second pinion gear 68 anda second cogWhee1 70, Which are in engagement With each other. The second pinion gear 68may be arranged on the second main shaft 36 and the second cogWhee1 70 may be arrangedon the 1ay shaft 18. The gearbox 2 may further comprise a third gear pair G3 connected Withthe first main shaft 34 and the 1ay shaft 18. The third gear pair G3 comprises a third piniongear 74 and a third cogWhee1 76, Which are in engagement With each other. The third piniongear 74 may be arranged on the first main shaft 34 and the third cogWhee1 76 may be arrangedon the 1ay shaft 18. The auXi1iary pinion gear 122 on the auXi1iary shaft 120 may be arrangedin engagement With the third pinion gear 74 on the first main shaft 34. The gearboX 2 mayfurther comprise a fourth gear pair G4 connected to the second main shaft 36 and the 1ay shaft18. The fourth gear pair G4 comprises a fourth pinion gear 80 and a fourth cogWhee1 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 cogWhee1 82 may be arranged on the 1ay shaft 18.

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 pin-ion 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 36.

The first, second, third and fourth cogwheels 64, 70, 76, 82 may be individually connected toand disconnected from the lay shaft 18 by means of coupling elements (not shown). In thedisconnected state, a relative rotation may occur between the cogwheels 64, 70, 76, 82 and thelay shaft l8. In the disconnected state, the cogwheel 64, 70, 76, 82 will rotate together withthe lay shaft l8.

The gearboX 2 also comprises a fifth gear pair G5. The fifth gear pair G5 comprises a fifthcogwheel 92 arranged on the lay shaft l8 and a fifth pinion gear 94 arranged on the outputshaft 20. The lay shaft l8 is connected to the output shaft 20 via the fifth gear pair G5. Thefifth cogwheel 92 may arranged so it may be connected with and disconnected from the layshaft l8 by means of a coupling element. ln the disconnected state, a relative rotation may occur between the fifth cogwheel 92 and the lay shaft l8.

The powertrain 3 further comprises a control device 48. It is to be understood that the controldevice 48 may be implemented as a separate entity or distributed in two or more physical enti-ties. The control device 48 may comprise one or more control units and/or computers. Thecontrol device 48 may thus be implemented or realised by the control device 48 comprising aprocessor and a memory, the memory comprising instructions, which when eXecuted by theprocessor causes the control device 48 to perform the herein disclosed method steps. The con-trol device 48 may thus be configured to control the powertrain 3 to gradually transfer propel-ling torque from the second main shaft 36 to the first main shaft 34, and determine the loadapplied by the power consumer PC on the auXiliary shaft l20 by detecting movement througha backlash of the first gear pair Gl, whereby the propelling torque provided on the first mainshaft 34 corresponds to the load applied on the auXiliary shaft l20 by the power consumer PC.The control device 48 may be configured to control the first propulsion unit 400' and the sec-ond propulsion unit 400' ° to gradually transfer propelling torque from the second main shaft36 to the first main shaft 34. The powertrain 3 may comprise rotational speed sensors 200 arranged, for example, on the first main shaft 34 and the lay shaft l8. Based on signals from 26 the rotational speed sensors 200, the control device 48 may detect movement through the backslash of the first gear pair G1.

Fig. 5 shows a ﬂow chart relating to a method for determining a load applied by a power con-sumer PC on a powertrain of a vehicle according to an example. The powertrain 3 may beconfigured as disclosed in Fig. 2, Fig. 3 or Fig. 4. The powertrain 3 may thus relate to a vehi-cle 1 as disclosed in Fig. 1. The powertrain 3 thus comprises at least one propulsion unit 4, 14,16, 400°, 400” and a gearboX 2. The gearboX 2 comprises: a first main shaft 34; a secondmain shaft 36; an output shaft 20 connected to drive wheels 6 of the vehicle 1; a lay shaft 18connected to the first main shaft 34, the second main shaft 36 and the output shaft 20; a firstgear pair G1 connected to the first main shaft 34 and the lay shaft 18; a second gear pair G2connected to the second main shaft 36 and the lay shaft 18; and an auXiliary shaft 120 con-nected to a power consumer PC and the first main shaft 34, wherein the first main shaft 34and the second main shaft 36 are connectable to the at least one propulsion unit 4, 14, 16,400°, 400' °, so that propelling torque can be provided on the first main shaft 34 and the sec-ond main shaft 36. The method comprises: controlling s101 the powertrain 3 to graduallytransfer propelling torque from the second main shaft 36 to the first main shaft 34; and deter-n1ining s102 the load applied by the power consumer PC on the auXiliary shaft 120 by detect-ing movement through a backlash of the first gear pair G1, whereby the propelling torqueprovided on the first main shaft 34 corresponds to the load applied on the auXiliary shaft 120 by the power consumer PC.

Controlling s101 the powertrain 3 to gradually transfer propelling torque from the secondmain shaft 36 to the first main shaft 34 may comprise maintaining the same propelling torqueTout on the output shaft 20. Thus, the increase of propelling torque T1 applied on the firstmain shaft 34 should correspond to the decrease of propelling torque T2 applied on the sec- ond main shaft 36. The propelling torque over time is disclosed in Fig. 6.

Movement through the backlash may be detected based on a rotational speed of the lay shaft18 and a rotational speed of the first main shaft 34. The movement through the backlash maybe detected based on a rotational speed upstream and downstream of the first gear pair G1.Based on signals from rotational speed sensors 200, the control device 48 may determinewhen there is a movement within the backlash. Movement within the backlash may be detect- ed when there is a temporary difference between a first measured rotational speed of the first 27 main shaft 34 and a second calculated rotational speed of the first main shaft 34. The secondcalculated rotational speed of the first main shaft 34 may be calculated based on the rotational speed of the lay shaft 18 and the gear ratio of the currently engaged gear pair Gl, G3.

Movement within the backlash may be detected based on a rotational speed of the first mainshaft 34 and a rotational speed of the output shaft 20. Movement within the backlash may bedetected when there is a temporary difference between the rotational speed of the first main shaft 34 and the rotational speed of the output shaft 20.

The step of controlling sl02 the powertrain 3 may comprise controlling a combustion engine4 and/or a first electrical machine l4 and/or a second electrical machine l6 to gradually trans- fer propelling torque from the second main shaft 36 to the first main shaft 34.

The step of controlling sl02 the powertrain 3 may altematively comprise controlling a dualclutch arrangement 300 to gradually transfer propelling torque from the second main shaft 36 to the first main shaft 34.

The step of controlling sl02 the powertrain 3 may altematively comprise controlling a firstpropulsion unit 400' and a second propulsion unit 400' ' to gradually transfer propelling torque from the second main shaft 36 to the first main shaft 34.

Fig. 6 shows diagrams relating to the method as disclosed in Fig. 5 according to an example.The upper diagram shows propelling torque Tout provided on the output shaft 20 over time asa solid line. The propelling torque Tout provided on the output shaft 20 is maintained the sameduring the performed method. The upper diagram further shows the propelling torque Tl pro-vided on the first main shaft 34 as the dotted line and the propelling torque T2 provided on thesecond main 36 shaft as the double dashed line. By propelling torque is meant torque provid-ed by the at least one propulsion unit 4, l4, l6, 400', 400' '. The power consumer PC connect-ed to the auXiliary shaft l20 eXtracts torque from the powertrain 3 and thereby applies a loadon the first main shaft 34. The resulting torque Thor acting on the first main shaft 34 is shownin the upper diagram and is the propelling torque Tl provided on the first main shaft 34 minusthe torque corresponding to the load applied by the power consumer PC. Thus, the difference between the propelling torque Tl provided on the first main shaft 34 and the resulting torque 28 Tltot acting on the first main shaft 34 corresponds to the load applied by the power consumer PC.

When the method is initiated, propelling torque may be provided on the second main shaft 36only. However, since the power consumer PC is connected to the gearbox 2, some of the pro-pelling torque T2 provided on the second main shaft 36 will be transmitted to the power con-sumer PC via the lay shaft 18 and the first main shaft 34. The lay shaft 18 will thus drive thefirst main shaft 34. The cogwheel 64 of the first gear pair G1 being arranged on the lay shaft18 will thereby drive the pinion gear 62 on the first main shaft 34 and the auXiliary shaft 120will be driven since it is connected to the first main shaft 34. The propelling torque Tom pro-vided on the output shaft 20 is therefore the propelling torque T2 provided on the second mainshaft 36 minus the load applied by the power consumer PC. When no propelling torque isprovided on the first main shaft 34, the resulting torque Tltot acting on the first main shaft 34 is a negative torque corresponding to the load of the power consumer PC.

When the control device 48 controls the powertrain 3 to gradually transfer propelling torquefrom the second main shaft 36 to the first main shaft 34 it means that the control device 48controls the powertrain 3, so that the propelling torque T2 provided on the second main shaft36 gradually decreases and the propelling torque T1 provided on the first main shaft 34 grad- ually increases.

When the propelling torque T1 provided on the first main shaft 34 corresponds to the loadapplied by the power consumer PC, the resulting torque Tltot acting on the first main shaft 34is zero Nm. From this time on, the propelling torque T1 provided on the first main shaft 34will drive the power consumer PC and no propelling torque T2 provided on the second mainshaft 36 will drive the power consumer PC. Thus, the propelling torque T2 provided on thesecond main shaft 36 will at this time be the propelling torque Tout provided on the outputshaft 20. When no propelling torque T2 provided on the second main shaft 36 is transferredthrough the first gear pair G1 and the resulting torque Thor acting on the first main shaft 34 iszero, torque balance is achieved over the first gear pair G1. When the propelling torque T1provided on the first main shaft 34 is further increased, the resulting torque Tltot acting on thefirst main shaft 34 will increase and will be transn1itted to the output shaft 20. Thus, the pro-pelling torque Tout provided on the output shaft 20 will comprise propelling torque T1 provid-ed on the first main shaft 34 and propelling torque T2 provided on the second main shaft 36. 29 When prope11ing torque T1 provided on the first main shaft 34 is transmitted through the firstgear pair G1 to the 1ay shaft 18 and the output shaft 20, the pinion gear 62 on the first mainshaft 34 wi11 instead drive the cogwhee1 64 on the 1ay shaft 18. In the transition from the statewhere the cogwhee1 64 drives the pinion gear 62 to the state where the pinion gear 62 drivesthe cogwhee1 64, the pinion gear 62 wi11 move through the backlash unti1 the teeth of the pin-ion gear 62 applies a force on the teeth of the cogwhee1 64.

The bottom diagram of Fig. 6 shows the rotationa1 speed of the first main shaft 34 over time.The bottom diagram shows a first rotationa1 speed rpm1 of the first main shaft 34 deter-rnined/measured by means of a sensor 200 arranged on the first main shaft 34. The bottomdiagram a1so shows a second rotationa1 speed rpm2 of the first main shaft 34 deterrnined bymeans of a sensor 200 on the 1ay shaft 18. The second rotationa1 speed rpm2 of the first mainshaft 34 is thus ca1cu1ated based on the rotationa1 speed of the 1ay shaft 18 and the gear ratioof the currently engaged gear pair G1, G3. When the pinion gear 62 moves through the back-1ash, the rotationa1 speed of the first main shaft 34 wi11 be increased. The first rotationa1 speedrpm1 (measured va1ue) wi11 thereby become higher than the second rotationa1 speed rpm2(ca1cu1ated va1ue). This temporary increase of the first rotationa1 speed rpm1 compared to thesecond rotationa1 speed rpm2 may be detected and at that time the 1oad from the power con-sumer PC can be deterrnined to correspond to the prope11ing torque T1 provided on the first main shaft 34.

Figure 7 schematica11y i11ustrate a version of a device 500. The contro1 device 48 describedwith reference to Fig.2 - Fig.6 may in a version comprise the device 500. The device 500comprises a non-vo1ati1e memory 520, a data processing unit 510 and a read/write memory550. The non-vo1ati1e memory 520 has a first memory e1ement 530 in which a computer pro-gramme, e.g. an operating system, is stored for contro11ing the function of the device 500. Thedevice 500 further comprises a bus contro11er, a seria1 communication port, I/O means, anA/D converter, a time and date input and transfer unit, an event counter and an interruption contro11er (not depicted). The non-vo1ati1e memory 520 has a1so a second memory e1ement 540.

There is provided a computer programme P which comprises routines for contro11ing thepowertrain to gradua11y transfer prope11ing torque from the second main shaft to the first main shaft. The computer programme P further comprises routines for detern1ining the 1oad on the auxiliary shaft by detecting When mated gear teeth of the first gear pair are moving Within abacklash of the first gear pair, Whereby the propelling torque provided on the first main shaftcorresponds to the load on the auXiliary shaft. The programme P may be stored in an eXecuta- ble form or in a compressed form in a memory 560 and/or in a read/Write memory 550.

Where the data processing unit 510 is described as performing a certain function, it meansthat the data processing unit 510 effects a certain part of the programme stored in the memory 560 or a certain part of the programme stored in the read/Write memory 550.

The data processing device 510 can communicate With a data port 599 via a data bus 515. Thenon-volatile memory 520 is intended for communication With the data processing unit 510 viaa data bus 512. The separate memory 560 is intended to communicate With the data pro-cessing unit 510 via a data bus 511. The read/Write memory 550 is adapted to communicating With the data processing unit 510 via a data bus 514.

When data are received on the data port 599, they are stored temporarily in the secondmemory element 540. When input data received have been temporarily stored, the data pro- cessing unit 510 is prepared to effect code eXecution as described above.

Parts of the methods herein described may be effected by the device 500 by means of the dataprocessing unit 510, Which runs the programme stored in the memory 560 or the read/Writememory 550. When the device 500 runs the programme, methods herein described are exe- cuted.

The foregoing description of the preferred embodiments of the present invention is providedfor illustrative and descriptive purposes. lt is not intended to be eXhaustive or to restrict theinvention to the variants described. Many modifications and variations Will obviously be ap-parent to one skilled in the art. The embodiments have been chosen and described in orderbest to explain the principles of the invention and its practical applications and hence make itpossible for specialists to understand the invention for various embodiments and With the var- ious modifications appropriate to the intended use.

Claims

31 Claims

1. A method, performed by a control device (48), for deterrnining a load applied by a powerconsumer (PC) on a powertrain (3) of a vehicle (1), the powertrain (3) comprising at least onepropulsion unit (4, 14, 16, 400°, 400°°) and a gearboX (2), the gearboX (2) comprising: a first main shaft (34); a second main shaft (36); an output shaft (20) connected to drive wheels (6) of the vehicle (1); a lay 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 lay shaft (18); a second gear pair (G2) connected to the second main shaft (36) and the lay shaft (18); and an auXiliary shaft (120) connected to the power consumer (PC) and the first main shaft (34),wherein the first main shaft (34) and the second main shaft (36) are connectable to the at leastone propulsion unit (4, 14, 16, 400", 400' °), so that propelling torque can be provided on thefirst main shaft (34) and the second main shaft (36), the method comprising: controlling (s101) the powertrain (3) to gradually transfer propelling torquefrom the second main shaft (36) to the first main shaft (34); and deterrnining (s102) the load applied by the power consumer (PC) on the auXilia-ry shaft (120) by detecting movement within a backlash of the first gear pair (G1), wherebythe propelling torque (T1) provided on the first main shaft (34) corresponds to the load ap-plied by the power consumer (PC) on the auXiliary shaft (120).

2. The method according to claim 1, wherein controlling (s101) the powertrain (3) to gradual-ly transfer propelling torque from the second main shaft (36) to the first main shaft (34) com- prises maintaining the same propelling torque (Tout) on the output shaft (20).

3. The method according to claim 1 or 2, wherein movement within the backlash is detectedbased on a rotational speed (rpm1) upstream of the first gear pair (G1) and a rotational speed (rpm2) downstream of the first gear pair (G1). 32

4. The method according to claim 3, Wherein movement Within the backlash is detected Whenthere is a temporary difference between a measured first rotational speed (rpml) of the firstmain shaft (34) and a second rotational speed (rpm2) of the first main shaft (34) calculatedbased on the rotational speed of the lay shaft (18).

5. The method according to claim 1 or 2, Wherein movement Within the backlash is detectedbased on an angle of rotation of the first main shaft (34) and an angle of rotation of the lay shaft (18).

6. The method according to any one of the preceding claims, Wherein the at least one propul-sion unit comprises a combustion engine (4), a first electrical machine (14) and a second elec-trical machine (16), and the gearboX (2) further comprises a first planetary gear (10) connect-ed to the combustion engine (4) and the first main shaft (34); a second planetary gear (12)connected to the first planetary gear (10) and the second main shaft (36), Wherein the firstelectrical machine (14) is connected to the first planetary gear (10) and the second electricalmachine (16) is connected to the second planetary gear (12), Wherein the step of controlling(s101) the poWertrain (3) comprises controlling the combustion engine (4) and/or the firstelectrical machine (14) and/or the second electrical machine (16) to gradually transfer propel- ling torque from the second main shaft (36) to the first main shaft (34).

7. The method according to any one of claims 1-4, Wherein the at least one propulsion unitcomprises a combustion engine (4) and the poWertrain (3) further comprises a dual clutcharrangement (300), Wherein the step of controlling (s101) the poWertrain (3) comprises con-trolling the dual clutch arrangement (300) to gradually transfer propelling torque from the second main shaft (36) to the first main shaft (34).

8. The method according to any one of claims 1-4, Wherein the poWertrain (3) comprises afirst propulsion unit (400°) connected to the first main shaft (34), and a second propulsion unit(400° °) connected to the second main shaft (36), Wherein the step of controlling (s101) thepoWertrain (3) comprises controlling the first propulsion unit (400°) and the second propul-sion unit (400° °) to gradually transfer propelling torque from the second main shaft (36) to thefirst main shaft (34). 33

9. The method according to any one of the preceding c1aims, Wherein the method is per- formed as part of a process for shifting gear in the gearboX (2).

10. A computer program (P) comprising instructions Which, When the program is eXecuted bya computer (48; 500), cause the computer (48; 500) to carry out the method according to any one of the preceding c1aims.

11. A computer-readab1e medium comprising instructions, Which When eXecuted by a com-puter (48; 500), cause the computer (48; 500) to carry out the method according to any one of c1aims 1-9.

12. A vehicle (1) comprising a poWertrain (3), the poWertrain (3) comprising: at 1east one propu1sion unit (4, 14, 16, 400°, 400°°); a gearboX (2); and a contro1 device (48),the gearbox (2) comprising: a first main shaft (34); a second main shaft (36); an output shaft (20) connected to drive Wheels (6) of the vehic1e (1); a 1ay 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 1ay shaft (18); a second gear pair (G2) connected to the second main shaft (36) and the 1ay shaft (18); and an auXi1iary shaft (120) connected to a power consumer (PC) and the first main shaft (34),Wherein the first main shaft (34) and the second main shaft (36) are connectab1e to the at 1eastone propu1sion unit (4, 14, 16, 400", 400' °), so that prope11ing torque can be provided on thefirst main shaft (34) and the second main shaft (36), Wherein the contro1 device (48) is con-figured to: contro1 the poWertrain (3) to gradua11y transfer prope11ing torque from the sec-ond main shaft (36) to the first main shaft (34); and determine the 1oad app1ied by the power consumer (PC) on the auXi1iary shaft (120) by detecting movement Within a backlash of the first gear pair (G1), Whereby the pro- 34 pelling torque (T1) provided on the first main shaft (34) corresponds to the load applied onthe auXiliary shaft (120) by the power consumer (PC).

13. The vehicle (1) according to claim 12, Wherein the control device (48) is configured tocontrol the poWertrain (3) to gradually transfer propelling torque from the second main shaft(36) to the first main shaft (34) While maintaining the same propelling torque (Tout) on theoutput shaft (20).

14. The vehicle (1) according to claim 12 or 13, Wherein the control device (48) is configuredto detect the movement Within the backlash 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).

15. The vehicle (1) according to claim 14, Wherein the control device (48) is configured todetect movement Within the backlash by detecting a temporary difference between a measuredfirst rotational speed (rpm1) of the first main shaft (34) and a second rotational speed (rpm2)of the first main shaft (34) calculated based on the rotational speed of the lay shaft (18).

16. The vehicle (1) according to any one of claim 12-15, Wherein the at least one propulsionunit comprises a combustion engine (4), a first electrical machine (14) and a second electricalmachine (16), and the gearboX (2) further comprises a first planetary gear (10) connected tothe combustion engine (4) and the first main shaft (34); a second planetary gear (12) connect-ed to the first planetary gear (10) and the second main shaft (36), Wherein the first electricalmachine (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 control device (48) is config-ured to control the combustion engine (4) and/or the first electrical machine (14) and/or thesecond electrical machine (16) to gradually transfer propelling torque from the second main shaft (36) to the first main shaft (34).

17. The vehicle (1) according to claim 16, Wherein the combustion engine (4) is connectedWith a first planetary Wheel carrier (50) of the first planetary gear (10), and Wherein the sec-ond main shaft (36) is connected With a planetary Wheel carrier (51) of the second planetary gear (12).

18. The vehicle (1) according to any one of claims 12-15, Wherein the at least one propulsionunit comprises a combustion engine (4) and the poWertrain (3) further comprises a dual clutcharrangement (300), Wherein the control device (48) is configured to control the dual clutcharrangement (300) to gradually transfer propelling torque from the second main shaft (36) to the first main shaft (34).

19. The vehicle (1) according to any one of claims 12-15, Wherein the poWertrain (3) com-prises a first propulsion unit (400°) connected to the first main shaft (34), and a second pro-pulsion unit (400° °) connected to the second main shaft (36), Wherein the control device (48)is configured to control the first propulsion unit (400°) and the second propulsion unit (400° °) to gradually transfer propelling torque from the second main shaft (36) to the first main shaft (34).